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Army Aviation Digest - Nov 1960

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THE ELUSIVE AR, Capt Merle A. Johnstonbaugh, Armor
GLA PRISONS, Sp5 Kenneth W. Griffin
)1EMO FROM FLIGHT URGEON, Lt Col Spurgeon Neel, MC .
FEA T? FAMINE? Maj Oliver P. Premo, TC
BE PREPARED, Capt Robert A. Bean, Arty
PI REP, Capt Derrell W. Sandel, Inf .
Capt H. W. Chambers, Arty
FLYING COMMA D POST, Capt Ivan L. Slavich, Inf .
SKIS FOR THE SHAWNEE, Lt Edward A. pencer, TC
An increasing number of articles are arriving from units
in the field. Four articles in this issue were contributed
from authors in field aviation a signments. The problems
you encounter and the methods you u e to solve them may
help another aviator or unit halfway around the world from
your location - if you write it down and end it in.
The DIGEST welcome contributions on all phases of
the Army Aviation Program. Whether it is short or long,
in longhand or typewritten, send in your idea and sug-
:\1aj Gen Ernest F. Easterbrook
Col Delk M. Oden
Assistant Comm(J.nda.nt
Col Warren R. Williams, Jr.
Depllty Asst Commandant
Col Robert H. Schulz
Director of Instruction
Col Allen M. Burdett, Jr.
Combat Development Office
Lt Col Jack Blohm
CO, USA A VNS Regiment
Lt Col Julius E. Clark, Jr.
Col Oliver J. Helmuth
Rotary Wing
Lt Col Ritchie Garrison
Lt Col John W. Oswalt
Advanced Fixed Wing
Lt Col Harry J. Kern
Lt Col Thomas J. Sabistoll
Publications uud
Non-Resident Iust1'uctiou
Lt Col G. Wilfred Jaubert
Primury Fixed Winf/
an official pulllication of the Departmeut ot
the Army published monthly under the
Iwpervision of the Commandant, U. . Army
Aviation School.
'l'he misliion of the U. S. ARMY A VIA-
'l'ION DIGE '1' iii to provide information of
an operational or functional nature concern·
safety and aircraft accident prevention,
training, maintenance, operation Ii, researcll
and development, aviation medi cine and
other related data.
anu cript , photograph" and other illu -
tration pertaining to the above ' ubject s of
interest to personnel concerned with Army
Aviation are invited. Direct communication
is authorized to: Editor-in-Chief U. S.
Aviation School, Fort Rucker, Alabama.
Unless otherwise indicated, material in
be reprinted provided credit iii given to the
U. S. ARMY AVIA'rIO T and to
the author.
The printing of this publication has been
approved by the Director of the Bureau of
the Budget, 22 December 195 .
Views expressed in this magazine are not
necessarily iholie of the Department of the
Army or of the U. S. Army Aviation School.
Unless specified otherwise, all photographs
are U. . Army.
To he distributed in accordance with
requirements stated in DA Form 12.
Captain Merle A. Johnstonbaugh, Armor
OES YOUR UNIT have all
the official publications
necessary for routine activi-
ties? If not, why not? Do you
know how to get, control, and
use them?
Here is an interesting story
related by a young lieutenant
who recently graduated from
the Army flight t r a i n i n g
course. For certain reasons let
us call him Lieutenant Inquisi-
H a v i n g completed flight
training at Fort Rucker, I re-
ported for duty with the Avia-
tion Company, 20th Infantry
Division, Fort Publications at
Requisition, Ariz. My recep-
tion was cordial, and I was
happy with my assignment. I
looked forward to many inter-
esting hours of flying in free-
dom after several months of
close monitoring by my flight
In addition to my 0 the r
duties, the company command-
er said that I would be admin-
istrative officer. After leaving
his office I pondered over this
additional duty. Here I was, a
second John, with the basic
course at Fort Benning and
flight training as background.
What did I know about com-
pany administration?
Of particular concern was
my recollection of a conversa-
tion I had with a good buddy,
Captain We - Can't - Get - It, at
Rucker. He was attending the
Aviation Staff Officers Course
at that time. He and several
of his classmates were discuss-
ing the difficulties in getting
publications, particularly ARs
governing flying. It seems that
the problem was common with-
in their units. I listened to the
discussion and talked about it
with my buddy, but I wasn't
too much concerned.
Now I'm wondering whether
a similar problem exists in my
outfit. Of course I'm concerned,
because the CO will no. doubt
look to me if all the necessary
publications are not on hand
or on requisition. But I don't
have the slightest idea of how
to go about getting publica-
tions. Equally important, how
do I determine what is needed?
After all, these ASOC students
with lots of experience didn't
seem to know.
Anyway, I took the CO's ad-
vice and looked around for a
few days before digging-in to
my jobs. My impression was
most favorable; this outfit was
surely "on the baH." During
my orientation I noted that the
orderly room, operations, sup-
ply, and maintenance each had
Capt J ohnstonbaugh is an in-
structor of the Aviation Staff Offi-
cers Course, USAA VNS. This ar-
ticle was prompt ed by stttdents
who expressed diffi culty in getting
publications, particularly A1'my
a fairly good sized file of vari-
ous publications. The direc-
tives were neatly bound, sepa-
rated by type, and showed posi-
tive evidence of usage.
On the third day the top-
kick, M/ Sgt Index, didn't seem
to be busy so I generated a
conversation with him. I said,
"Say Sergeant Index, I was
really impressed by the publi-
cations files all around this out-
fit. Who figures out the needs,
and how are the publicatio.ns
obtained ?"
He replied, "Well sir, it's
pretty much a joint effort by
everyone, but I usually keep
tabs on it, with Specialist Re-
search taking care of the de-
tails. Of course the CO expects
that you assume full responsi-
bility." He went o.n to explain
the requisitioning c y c I e and
how each activity in the com-
pany kept abreast of its needs.
Following is a detailed account
of the valuable information
M/ Sgt Index gave me.
Authority for publications
may be fo.und in paragraph 35,
AR 310-2. It says that "distri-
bution will be made to all using
units as needed, and requires
initiating actio.n by company
(or s i mil a r) commander."
That's clear eno.ugh: no one
will send me publications unless
I request them. The same par-
agraph goes o.n to say, "Com-
manders should establish pro-
cedures, whereby the co.mmand
staff agency having primary
interest in each publication re-
ceived will assist in develop-
ment and directio.n o.f distribu-
tion within the command."
I questio.ned this, and the
topkick said that we send our
requisitio.ns (DA Fo.rm 17) to
the Division AG, where no dif-
ficulties arise. Ho.wever, he
went on to say, "This was not
always so. When the company
was first o.rganized, it took
quite a bit of justification to
prove many of our needs. Now
we just send in our requisi-
tions, and if the AG publica-
tions people have any questions
they just give us a call. We
send them a DF whenever we
feel that justification may be
required for publicatio.ns not
previously requisitioned."
"Well, what about all the
changes, rescissions, and super-
sessions? Ho.W do. you get
them?" I asked.
Sergeant Index said, "We
have an understanding, with
the Division AG Publications
Section, that all o.f our requisi-
tions require revision service,
unless we indicate otherwise.
They have a card setup to
which they post our require-
ments. At this installatio.n we
have a monthly requisitioning
cycle. In other words we send
in our requests o.n the 20th of
each month. The Division AG
consolidates all requests, and
sends them to the Post Publi-
cation Stockroom. The Post
AG then requisitions on the ap-
propriate AG Publications De-
"You see, Lieutenant, when
you know there are changes to
your regulations or there are
to be changes in your unit mis-
sion, it is necessary to make
your request for new regula-
tio.ns as far in advance as pos-
sible. Advance planning will
definitely enable us to get our
new regulations and get our
mission rolling with minimum
This was all clear to me.
Then I asked, "Suppose I had
to activate an aviation com-
pany, how would I go about de-
termining my needs for publi-
cations ?"
Sergeant Index replied, "Sir,
that's a big job; and I ho.pe I
never have to do it again. Just
keeping these files current and
changes posted keeps the clerks
plenty busy. Anyway, the task
is simple enough; it's only tedi-
ous and time - consuming, but
"The first place to check is
your TOE or TD. In Section I,
under equipment, you will find
a list of publications applicable
to youv unit. These directives
may be a specific AR, TM, SM,
etc., or may refer to a series, or
to indexes. Most of your files
will be developed by selection
of directives from the indexes.
If you don't have copies, go to
the AG Publications Library
(Division or Post) and borrow
the necessary indexes. Let me
show you what we have here-
DA Pamphlets 310-1, -2, -3, -4,
-5, -7, -21, -22, -23, -25, -29,
and -30. All the indexes are
revised periodically with num-
bered changes as necessary. I
couldn't get along wit h 0 u t
the m. Every time we get a
change or a new index, it is
necessary to check our files
against the index.
"Although not official, the
Army Times publishes a list of
changes to certain directives,
such as ARs, SRs and Circu-
lars, before the official changes
are received on the post. From
information in the Times, and
later when we r e c e i v e the
changes to indexes, I usually
have my clerks annotate the
indexes affected so that who-
ever uses them knows that a
change exists, although it may
not have been received.
"As you can see here, we
use a simple inventory system
which helps everyone to know
which directives and changes
are on hand. For example, X
means on hand; / means on
requisition. When received the
/ is modified to an X. (I don't
requisition until a reasonable
time has passed for automatic
distribution. If I don't get the
changes I then call AG, who
either sends them or advises
me to requisition). In add i-
t ion, 0 u r AG Publications
stockroom usually distributes
a lis t of all directives and
changes received. This is the
best way to alert us for action
when we don't receive copies.
Of course, this is a local pro-
cedure which may vary from
post to post and unit to unit."
"Boy, it sure sounds like a
major project!"
"Lieutenant, anything worth
having takes hard work and,
believe me, any unit 'worth its
salt' can't function properly un-
less it has all applicable direc-
tives on hand, keeps them cur-
rent, and uses them. You know,
there are some people in this
Arm y who say, 'So what,
they're only to be used as a
guide anyway.' To this I say
nonsense. Every directive list-
ed in these indexes is an official
order from the Secretary of the
Army. See here, on the last
page (and in some, on the first
page) it says, 'By Order of Wil-
ber M. Brucker, Secretary of
the Army,' and is signed or of-
ficially stamped by the Adj u-
tant General. Any member of
the Army who does not use
these directives or misapplies
the intent is guilty of insubor-
"Excuse me sir, but it's not
a laughing matter. If every-
one procured and used these
regulations properly the Army
might be able to do away with
the Inspector General's De-
"I agree with you, Sergeant.
I was only s mil i n g at the
thought of some people I've
met who take a negative view
of regulations, and take pride
in saying that they are not
book soldiers."
"Yes sir, I know what you
mean. Those are the people
who flunk CMI, IG, and other
command inspections."
"Well Sergeant Index, I sure-
ly want to thank you for a great
deal of valuable information.
Someday when I have my own
company I would feel privileged
to have someone like you to as-
sist me with pUblications."
"Thank you, Lieutenant. In-
cidentally, here are a couple of
issues of Aviation Digest which
have articles on pUblications.
On page 9 of the December 58
issue is an excellent one on tech
publications. Here's one, which
I bel i eve one of your flying
school classmates wrote - on
page 12 of the November 59 is-
sue. This article gives a pretty
comprehensive coverage of the
publications system related to
Army Aviation."
The lieutenant a g a in ex-
pressed his gratitude to M/ Sgt
Index and wandered off with a
sense of fulfillment with his
newly gained knowledge. Here
are some of his afterthoughts.
"This outfit certainly reflects
an atmosphere of efficiency.
There seems to be lots of know-
how, coordination and coopera-
tion. Probably a significant
contributing factor is the fact
that publications files are com-
plete and current. The files are
in the hands of the people who.
need them. Files include all
the essential publications for
the proper functioning of the
company. It is apparent that
this outfit is well aware of the
current system for the develop-
ment of requirements on an AS
NEEDED basis established at
the lowest level."
Who live
Glass Prisons
Shouldn't ...
Sp5 Kenneth W. Griffin
LTHOUGH WE are caged
in glass prisons (May 1959
don't have many opportunities
to associate with other avia-
tion personnel, we tower opera-
tors like to believe we are an
integral part of the Army Avi-
ation family. We, too, have our
beefs and (though we try to
minimize them to some extent)
we rarely take the time or op-
portunity to publicly air them.
In reality a tower operator
is a grounded, wingless pilot.
He lives in a rarified atmos-
phere (60 to 80 feet actually),
but deals in thousands of feet
(no flight skins). He sweats
out all takeoffs and landings; is
continuously anticipating and
preparing to head off potential
Sp5 Griffin is with the 3d Avn
Co., 3d In! Div, APO 36, New
emergencies; and acts like a
man possessed when his sacred
territory is violated.
Let's look at the makeup of a
typical controller at a fairly
busy field. L 00 k s average
doesn't he? Upon closer inspec-
tion we notice a peculiar habit
of turning his head 360
out moving his body, an afflic-
tion commonly known as bea-
conitus. Off duty he · is con-
stantly mumbling a sequence of
numbers which at first seem
meaningless until we hear the
words, "ATC clears .... " This
is an occupational hazard.
Let's look a little closer. We
find he has 9 eyes (for 360
infrequent traffic. But regard-
less· of the size of the facility
or the amount of traffic, you
can be ass ured of one thing:
the man behind the horn CQn-
trolling and directing traffic
has Qne thought in mind, and
that is to control the field and
do a good job. When you talk
to. a man over the radio. he's a
number, and t hat number,
whatever his rank, is trusting
the controller. The controller,
be he Pfc of Sgt takes pride in
this fact and exerts every ef-
fort to return that trust.
Listed are some of our pet
1 6
hairs. He rogers instructions
and then attempts to taxi to
and take off from the wrong
runway. Added radio trans-
m iss ion s are necessary to
straighten him out and ensure
his safety - as well as every-
one else's in the area.
COMMENT: Pay attention to
instructions and what's going
on. Keep your mind on your
You spot him taxiing past
four or five aircraft to the line.
You hear him "demanding"
takeoff clearance while he's
taxiing. He's the only VIP out
oughfare for unauthorized ve-
hicles and pedestrians. For-
tunately aviation personnel are
aware of this and usually give
very little trouble in this re-
COMMENT: Advice to viola-
tors: runways aren't d rag
strips or footpaths.
The best way to get to the
pilot is to have him visit his
local control tower. In this way
the pilot will get a better un-
derstanding of tower opera-
tions. I t will give him the
chance to discuss with tower
personnel problems that arise
o v e r misunderstandings and
shortcomings of the tower op-
erator and pilot alike.
First, a word of advice: don't
get in the way, stand back; if
you have to speak, speak low.
Don't interrupt the "A" man
(local controller). It might be
a good idea to call the tower
from the operations office prior
to going up. We appreciate in-
terest in our operations and we
also welcome constructive criti-
cism. Then, to separate the men
from the boys - and if your
stomach and constitution are
strong enough - help yourself
to a cup of tower coffee. MAN
Remember, when in doubt,
call the tower. We like to help
pilots; we only hope pilots will
let us help them.
Tower operators stand ready to help all Army Aviators
Cold Iniury
and the
Lt Col Spurgeon Neel, MC
engineered to permit rea-
sonable control over tempera-
tures within the cockpit and
passenger compartments. Thus
the adverse effects of cold pose
little problem to the aviator
while airborne and all is well.
In an emergency, however, the
aviator may suddenly find him-
self exposed to varying degrees
of cold for considerable periods
of time. For this reason it is
important that each Army Av-
iator appreciate the mechanics
of cold injury and its preven-
When exposed to cold, the
body attempts to prevent ex-
cessive loss of heat in vital
parts by decreasing blood flow
to superficial tissues. Blood ves-
sels constrict until blood flow
is inadequate to maintain tissue
health. Further, extreme cold
has a directly harmful effect on
tissues. There are three spe-
cific types of cold inj ury: hypo-
thermia, frostbite, and immer-
sion or trench foot.
Hypothermia follows expo-
sure of the entire body to ex-
treme cold, as in immersion af-
ter ditching at sea. There is a
significant drop in body tem-
perature until vital functions
cease. The patient must be re-
warmed immediately if he is to
survive. He should be exposed
to temperatures approximately
120°F., which is much warmer
than average room tempera-
ture. This may be accomplished
by using warm water or a
warm room. Merely covering
the subj ect with blankets or
placing him within shelter is
insufficient to imp r 0 v e his
chances of survival.
Frostbite is local tis sue
death from exposure to cold
below freezing (usually below
10°) for relatively brief peri-
ods (a few hours). The injured
part should be rewarmed to
body temperature (90 - 104°)
and protected with a dry dress-
ing. This may be accomplished
by placing the injured part
against or between other warm
parts of the subject's or some-
one else's body. The injured
part should not be rubbed or
massaged with snow or any-
thing else.
Immersion or trench foot is
local tissue death from expo-
sure to cold above freezing
(usually 32-40 0) and to damp-
ness for longer periods of time
( 48 hours or longer) . Con-
strictive clothing must be re-
moved and the exposed part re-
warmed to 70-80° (about room
temperature). If water is used
in rewarming, it should feel
slightly cool to the forearm.
The injured part should be pro-
tected with a dry dressing and
the patient treated as a litter
case. The aim is to prevent fur-
ther damage and infection.
Cold injury is much better
prevented t han treated, and
there is much the Army Avia-
tor can do toward prevention.
The aviator should dress for
the terrain over which he is to
fly, not for the cockpit. Too
frequently, the aviator effects
a shirt-sleeve environment by
turning up his cabin tempera-
ture rather than wearing ade-
quate clothing. While com-
fort is important toward re-
ducing fatigue and improving
efficiency, the aviator must al-
ways be aware of the ever-
present threat of emergency
requiring abandonment of the
aircraft. It is much better to
wear clothing suitable for the
climate and terrain, and then
make the required adjustments
in cabin temperature.
Cold weather flight clothing
should be multilayered. Air
trapped between I aye r s of
clothing affords additional in-
sulation. Layered clothing per-
mits removal of certain items
to avoid sweating when doing
hard work, and for drying
w hen clothing becomes wet.
Tight constrictive clothing and
footgear are dangerous in that
Col N eel is Aviation Medical
Advisor to the U. S. Army Avia-
tion School, Ft Rucker, Ala.
they further impair circulation
to the extremities.
Avoid win d and moisture
when possible. Within limits,
the effective temperature (that
which relates directly to phy-
siological damage) drO'Ps abO'ut
one degree below ambient tem-
pera ture for each knot of wind
velocity. Thus, in a I5-knO't
wind with an ambient tempera-
ture of 35°, the actual effec-
tive temperature is about 20°F.
Moisture is a good conductor of
heat and will destroy the insu-
lating value of clothing. It also
hastens loss of body heat via
evaporation, which continues
even in the coldest of environ-
Exercise helps in twO' ways.
First, more body heat is gen-
erated to compensate for that
being lost. Just as important,
exercise improves the circula-
tion of blood to the extremities.
Even in immobilized situations,
the feet and toes should be ex-
ercised to forestall trench foot.
Periodic elevation of the feet
also helps in maintaining the
circulatiO'n. Use of the buddy
system aids in detecting frost-
bite early, w h i 1 e corrective
measures, are still PO'ssible.
Fire and shelter are essential
if the survival episode is to
last more than a few hours.
A viators should know how to
build fires under adverse situa-
tions, and shO'uld carry neces-
sary waterproO'fed firemaking
equipment. While she I t e r s
should pro t e c t the survivO'r
from the elements, care must
be taken to provide sufficient
ventilatiO'n to avO'id dangerous
accumulation of carbon monox-
ide. Carbon monoxide is the
second largest killer in arctic
survival situations.
Cold injury is a constant
threat to aviators flying under
conditions of extreme col d .
While cabin temperatures are
normally adequate for the
maintenance of health and well
being, an emergency requiring
abandO'nment of the aircraft
may happen at any time. A via-
tors s h 0 u 1 d wear adequate
clothing fO'r the climate in
which they fly, adjusting cabin
temperature for comfort while
airborne. On the ground, the
aviator should avoid wind and
moisture to the maximum ex-
tent. Adequate exercise and
the use of the buddy system
of observation will assist in
maintaining circulation and
early detection of frostbite.
While shelter and fire are es-
sential for survival for more
than a few hours, care must be
taken to avoid exposure to car-
bon monoxide. Cold inj ury is
much better prevented than
On-the-Job Training Program
On-the-job training is a planned training
program designed to qualify an individual for
an MOS in aviation maintenance, through su-
pervised instruction while performing the
duties of a given MOS.
This training should not be considered as
"on-the-job" unless the aviation mechanic
spends a prescribed portion of his time in a
productive capacity under the direct supervi-
sion of qualified personnel.
Since aviation mechanics in the NCO grades
are required to take the proficiency examina-
tion, care should be used by aviation command-
ers in awarding the individual soldier an on-
the-job training MOS. Improper or -premature
awarding of an MOS may result in the indi-
vidual losing his NCO rating due to his failure
to pass the prescribed examination.
The aviation co'mmander must keep certain
principles in mind to develop, conduct, and
award any MOS using the on-the-job training
a. The unit mission is paramount.
b. A training program must include the
qualified instructor personnel as well as the
receptive trainee.
c. Army Aviation training never ends; there-
fore on-the-job training will always be re-
d. Training the best aviation mechanic is
everybody's business.
e. A successful program must be flexible.
Flexibility in this sense means the aviation
commander must be prepared to use a combina-
tion of training methods, depending on-,' ,'the
time available and the ability of the trainee; '
As with any undertaking" the units'  
job training program will succeed in proportion
to the manner in which it is conducted. Com-
mand support and adherence to the principles
above will aid in the effectiveness of your ori-
the-job tra.ining program.
Aircraft Operations Scheduling
TUM behind ' the orderly
room came a ,loud crash of fist
on mahogany' accompanied by
a-   anger and 'frustra-
tiort;__ '"
, ' T-he ',' helicopter " c o'm pail y
Commander 'had just been in-
formed, by ' his supply officer
that ,the ' first of five engines
r 'e q' u :i r ' e d for his grounded
-_ MajoJ' Oliver P __ -Premo, TC
"birds" would probably arrive
about the third Tuesday of next
"What did I do to deserve
this?", c r i e -d -the CO. --
taught · tily-,: -pilots' to: -' fly' with
one eye on the horizon and the
other on the manifold pressure
gauge! My mechanics perform
engine reconditioning by the
numbers, right out of the -6,
and I even oil down the dust on
the landing pads ! Now I've got
a maneuver coming up and
practically a platoon out of ac-
tion. All for a few miserable -
engines that aren't available.
Maj Premo is Chief, Sup and
Maint Div, Hqs Sixth U. S. Army,
Transportation Section, Presidio
of San Francisco.
When You Schedule Operations Cock An Eye Toward Maintenance!
Get me PQst G-4 Qn the phQne
-no, get me Army headquar-
The truth is that trouble had
been brewing fQr some time.
The indicatiQns were there, like
a rapidly rising head tempera-
ture gauge, but the mainte-
nance Qfficer hadn't taken a
reading. Even if he had, the
unit SOPs prevented the con-
trQI required fQr cQrrective ac-
UpQn activatiQn this unit
was assigned ten aircraft Qf a
single model, right Qff the pro-
ductiQn line. They were blessed
with cQmpetent personnel, in-
cluding an enterprising (if nQt
experienced) maintenance Qffi-
cer and a cQmmanding Qfficer
whO' respected the advice Qf his
Supplies and supPQrt equip-
ment arrived prQmptly after
activatiQn and in a short time
the maintenance Qfficer had his
shops neat, clean and well or-
ganized. The supply officer had
Qn hand a large percentage Qf
his repair parts and special
tools. The training program
was prQgressing favorably with
pIe n t y Qf aircraft available
each day fQr assigned missiQns.
Each evening, in accQrdance
Chart A
.... CD 0- 0
N M .. ." -0
.. .. .. on ." on ." ." ."
0 0 0 0 0 0 0 0 0 0
CD cD cD cD cD cD cD cD CD cD
.,., .,., .,.,
." ." ." ."
on ."
with the unit's SOP, the main-
tenance supervisQr would send
to' Operations a repQrt Qn air-
craft status which the Qpera-
tiQns sergeant WQuid post Qn
his missiQn bQard, indicating
the status Qf each assigned air-
craft. The QperatiQns Qfficer
WQuid then assign tomO'rrQw's
mission to the flyable aircraft
and pilots Qf his choosing.
After a time, hO'wever, the
list Qf flyable aircraft suddenly
diminished to' the point where
OperatiQns fQund it necessary
to' cancel an embarrassing num-
ber O'f missiO'ns. An epidemic Qf
periQdic inspectiQns sharply re-
duced the list of flyable air-
craft. The hangar was clogged
with maintenance jobs, and all
hands were wQrking nights to'
get the aircraft back in serv-
ice. As Qne aircraft was CQm-
pleted, anQther WQuld be rQlled
intO' the shQP. The resultant
strain Qn the basic lQad Qf re-
pair parts had the supply rQom
in turmQil. Aircraft s tat us
changed frQm a red X for peri-
Qdic to' a red X fQr EDP; and
the disposition Qf persQnnel
changed frQm gQQd to bad. Ob-
viQusly, sQmething had to be
dQne - but everYQne was toO'
busy to' dO' it.
After a time, hQwever, the
epidemic was under cO'ntrQI and
a fairly nQrmal situatiQn was
N Qt wishing to repeat this
fiascO', the maintenance Qfficer
studied the situatiQn. He pre-
pared a simple bar graph plot-
ting "time since last periQdic"
fO'r each aircraft assigned and
fQund that it lQQked like chart
A, abQve. ObviQusly, cQntinua-
tion of the present s y s t e ttl
WQuld result in several bars
again reaching the top of the
chart in a group, with a repe-
titiQn of the previous difficulty.
To preserve a balanced work-
lQad it was evident that time
Qn individual aircraft must be
cO'ntrolled so that time since
last periQdic WQuid be stag-
gered at fairly even intervals.
Since each of his ten aircraft
required a periQdic at 100
hQurs, the objective WQuid be
maintenance Qf a spacing Qn
the chart of 10 hQurs between
aircraft. Then, with a flying
hour program of 20 hQurs per
month per aircraft, he CQuld
expect to perfQrm 2 periodic
inspectiQns per month at fairly
even intervals. This he knew
he could accomplish even with
25 percent Qf his mechanics Qn
leave, pass, or in the hQspital.
He briefed a receptive CO on
these facts and also pO' in ted
Qut that to attain desired re-
sults the maintenance officer
would have to be in a position
to' contrQl flying hours on each
aircraft. The SOP was then re-
vised so that OperatiQns WQuld
furnish Maintenance with a
list Qf the day's missions, alQng
with an estimate of the prQb-
able flying time fO'r each. It
was then a simple matter fQr
the maintenance supervisQr to
men t a II y distribute these
blocks Qf flying time on the
existing bar graph in such a
way that a fairly unifQrm spac-
ing was, maintained, and air-
craft numbers were furnished
to OperatiQns accQrdingly.
At the close O'f each day the
appropriate amount of flying
time was added to each bar Qn
the graph and each grew to-
ward the top at a fairly uni-
form rate. TO' ensure that parts
were O'rdered sufficiently in ad-
vance Qf the next PE, he re-
ferred to SB 1-1 to determine
the DA Flying Hour Program
for his type aircraft. Finding
it to be 20 hO'urs per mO'nth he
cQncluded that, to ensure order-
ing a minimum of 45 days in
CD 0-
• •
0 0
11"1 1/1
1_- .--

• •
0 C'I

1/1 -0
1/1 1/1 11"1 1/1 1/1
0 0 0 0 0
cD CD. cD CD cD
1/1 1/1 1/1 1/1 1/1
Chart B
advance, a hQrizQntal line Qn
the chart at the 70-hQur level
WQuld mark the deadline where
requisitioning actiO'n fO'r pre-
dictable par t s requirements
must be completed. Now his
chart resembled chart B.
After this change, things
went alQng s,mQQthly fO'r some
time. Aircraft came in at reg-
ular intervals fQr periQdics, and
crew chiefs frQm other aircraft
pitched in to' help in getting the
ships O'ut in record time. The
supply sergeant handled a bal-
anced flO' w Qf requisitiQns,
drawing frO'm his prescribed
IQad fQr issue to mechanics, and
was able to restock his shelves
priQr to' the next demand.
Another prQblem was devel-
Qping, hO'wever, which nO' one
had fQreseen. After several
mQnths of smQoth operatiQns
under the new cQncept, a new
crisis was precipitated. This
Qne developed more slQwly, but
proved cO'nsiderably mOore per-
sistent. It all started when the
first majQr periodic inspectiQn
and engine change came due.
M a j 0' r cQmponents were re-
quired which had not been
requisitiO'ned sufficiently in ad-
vance; manhO'urs invO'lved in
performance of special in spec-
tiQns nO't previO'usly required
were extensive. W 0' r k was
slowed because Qf a lack Qf ex-
perience with majQr inspec-
tiQns. Discrepancies never be-
fO're encQuntered were requir-
ing additiQnal manhQurs and
parts fO'r cQrrectiQn. PrQcess-
ing Qf this jQb was obviQusly
going to' take time and WQuld
require many parts which were
not Qn the shelf. In the mean-
time, the bars on the chart
were successively reaching the
tQP and the availability Qf air-
craft an all-time-Iow, since each
periQdic that came due was a
Eventually, t his situatiQn
was resolved to' a PQint where
the maintenance officer had
time to sit dQwn and analyze
the situatiQn. This time he pre-
pared anQther s imp I e bar
graph, plotting t 0' t a I flying
hQurs for each aircraft. What
he fO'und, Qf cO'urse, was a repe-
titiQn of the previQus, picture
with all bars standing at ap-
prQximately the sam e level
(chart C).
Applying the same IO'gic in
the new situatiQn, it was, Qb-
vious that bars should be s.tag-
gered on this chart also,. The
sQlution in this case, hQwever,
WQuld require mQre effort and
time fQr achievement Qf de-
sired results.
This time the M.O. selected
aircraft on which he WQuid ex-
pedite flying time. He assigned
these aircraft mOore frequently
and to the longer missiO'ns un-
til they were twO' periQdic in-
spectiO'ns ahead O'f the Qthers.
This prQcess interfered with
the balance of his O'ther chart
but nQt to an unacceptable de-
gree. Then he selected three
mQre aircraft and expedited
flying hQurs O'n these until they
were Qne periQdic ahead Qf
the remainder. N O'W he had
• ..,. ..,.
0 0 0
CO') CO') M
cD cD cD
1/1 1/1 1/1
Chart C
achieved a fair degree O'f in-
terval which he CQuld further
adj ust as time prQgressed. He
was able to' again place em-
phasis Qn balance Qf the peri-
Qdic inspectiQn chart.
By the time the next maj Qr
periodic inspectiQn was re-
quired, the M.O. had O'rdered
all time change cO'mpQnents
well in advance and fQund the·m
available in the supply room.
With the interval between "ma-
jO'rs" well established (chart
D), the experience gained O'n
this inspectiQn WQuld be uti-
lized in establishing prO'bable
additiQnal parts requirements
Chart D
0 C'I CO')
1/1 11"1 11"1
0 0 0 0
CO') CO')
CD cD cD
1/1 1/1 11"1 1/1
and maintenance difficulties to
be expected on subsequent
"majors." Generally the dif-
ferential in total time resulted
in solution of difficulties as
they arose on the high time
aircraft before other aircraft
were affected and precipitated
trouble of epidemic propor-
tions. The more skilled crew
chiefs were assigned to the
"high time" aircraft and were
utilized in instruction of other
mechanics Qn difficulties en-
Maintenance and scheduling
procedures of this unit, based
"To make things ready. To
make oneself ready." This has
been the motto Qf the Boy
Scouts of America for years.
D uri n g our training in the
Army and its many schools, we
are being prepared for variQus
activities that lay ahead fQr
us. Thinking ahead, planning
ahead, and utilizing the train-
ing and equipment provided for
us is being prepared.
If we stop to think, few Qf us
would start across a desert in
the summertime without car-
rying extra water, or go hunt-
ing in a strange wooded area
without a compass and proper
clothing and equipment to
spend the night out if neces-
sary. We must be prepared for
the unexpected.
The forced landing knows no
one by name or aircraft num-
ber; it can happen to anyone.
Take the case of an aviato,r
in Alaska who was assigned to
make a reCQn of a proposed
maneuver area. He filed his lo-
cal and was walking out to get
into his Bird DQg to go. Some-
one yelled, "Hey, aren't you go-
ing to take your survival kit
on previous experience and
sound judgment, spelled the
difference between their fav-
orable position at the start of
the maneuver and the dilemma
in which other helicopter and
aviation companies had found
Simple bar graphs, similar to
those illustrated, which com-
pare time on assigned aircraft
of a single model, will show the
position which currently exists
in your organization and, if
maintained, will provide an in-
dication of possible t r 0 ubI e
ahead. Combined with an air-
Be Prepared
Captain Robert A. Bean, Arty
with you?"
To which he replied, "No, I
want it left in supply; we won't
be gQne long, no sweat." And
so he fired up and left, carry-
ing his crew chief as passenger.
In Alaska survival kits are
issued, maybe not the best, but
better than nothing. Keeping
it in supply for any reason is
not going to help you when you
need it. There is one thing
abo u t keeping it in supply
though: it will always be ready
for inspection, and you don't
have to lug it back and forth
before and after flights.
Well, nothing much went on
that afternoon in the unit; ev-
eryone sat around seeing who
c 0 u I d tell the best "clank"
story. Nothing had been heard
from the Bird DQg on recon.
The general attitude was, "He's
a good pilot, so we won't worry
abQut him. They p r 0' b a b I y
stopped for coffee up there
somewhere, and will be in after
a while." By 1430 hours a shad-
ow of doubt was in everyone's
mind. After getting the pos-
sible search area layed out on
maps, everyone was in the air
craft scheduling system which
permits control by the mainte-
nance officer, they will do much
toward stabilizing availability
and leveling the workload in
unit support facilities as well
as in supporting field mainte-
nance shops. Total aircraft
time must be staggered, par-
ticularly in STRAC units. If
the ideal situation as repre-
sented in charts C and D is
difficult to achieve now, it will
be next to impossible in a com-
bat situation. If ignored, it will
result in periodic "headaches"
of unacceptable proportions.
by 1530.
The downed Bird Dog was lo-
cated about an hour later, and
a punch of the mike buttQn got
Air Rescue Service on the way.
Another hour passed and the
good old helicopter made the
pickup and brought the pilot
and crew chief safely home.
These two were lucky. They
were not dressed to survive the
cold forecast for that night.
The parachute is some help, but
not enough. They had a fire
going; but when you run Qut of
fuel, then what? They were
lucky the weathe'r remained
good so the search and rescue
could be made before it was too
The s e unfortunate forced
landings can happen to anyone
of us, so let's think about them,
and plan ahead. Your life may
depend on that survival kit. So,
be prepared-for future duties
and for survival.
Capt Bean is H-37 Branch
Chief, Dept of Maintenance,
USAA VNS. H e is dual qualified
with approximately 4,000 flight
surface observa tions,
t r end s, TFAWS (Terminal
Forecast Air Weather Service) ,
and SKEW T log p diagrams
(adiabatic) are the results of
a great deal of thought and
scientific research. They are
the finest products that the
weather forecasters can pro-
vide. Yet the Weather Bureau
of the U. S. Department of
Commerce says in their in-
structions to employees, fore-
casters, briefers and observ-
ers: "Pilot weather reporting
is inftight reporting ... volun-
tary, informal rem ark s on
weather conditions the surface
observer can't possibly see
from his location, but which
may be vitally important to
flight planning and safety. It
is the source of first-hand in-
formation t hat supplements
our surface reports by yielding
information from are a s not
covered by the reporting net-
work. It is not a formalized
reporting system in which the
pilot must report certain ele-
ments, in a specified order, or
in a code."
Recently, in an effort to reg-
ularly collect and disseminate
pilots' reports (pirep's), de-
scribing current flying condi-
tions not readily apparent from
surface reports and upper air
soundings, FAA air traffic
management initiated a new
pirep program. Whenever thun-
derstorms or ceilings of 10,000

Captain Derrell W. Sandel, Inf
feet or below are forecast or
reported, FAA requests that
all air traffic render a pirep
when arriving over a fix or re-
porting point served by FAA.
All weather information col-
lected is assimilated into pirep
summaries by the communica-
tions facility and disseminated
hourly to the area ARTCC and
FA WS (Federal Air Weather
Service). It is displayed vis-
ually on a weather map in the
facility office and broadcast as
pirep summaries on the sched-
uled H+15 and H+45 weather
All this route weather infor-
mation is always available up-
on request by the aviator. The
weather data collected by this
pirep effort is. valuable because
it covers a particular flight
path. If all aviators contribute
to this effort as requested by
FAA, it will provide current,
up-to-the-minute weather in-
formation about the world's
most important flight route,
the one you're about to take.
When this new program was
initiated, the Director of the
Bureau of Air Traffic Manage-
ment, Federal Aviation Agen-
cy, said, " ... pirep's produce
the best possible report of in-
flight conditions and are very
valuable to all segments of av-
iation. It is essential that all
personnel extend every effort
to make this program s uccess-
ful. Although these instruc-
tions apply principally to ATCS
I Air Traffic Communication
Station, now FSS, F 1 i g h t
Service Station] and CS/T's
r Combined Station Tower], the
cooperation of towers is re-
quired .... The success of the
program is dependent not only
on pilots furnishing pirep's. but
also on efficient handling and
maximum use of pirep's by
FAA and WB facilities in pre-
flight briefings, inflight brief-
ings, scheduled and transcribed
broadcasts and Weather Bu-
reau forecasts."
Two representative cases are
illustrated below. They have
been taken from actual flight
situations in which pirep's were
put to actual use.
Weather Condition: Surface
winds 20-30 knots. Consider-
able turbulence lower few
thousand fee t. Postfrontal
strato-cumulus, mostly broken·
at 1,000-1,500 feet above sur-
face. Little change forecast for
next several hours. Tops fore-
cast 7,500 feet.
Flight Condition: Army Av-
iator (3-2) using light fixed-
wing aircraft not suitable for
instrument flying. H i g h est
practicable cruising altitude
8,000-10,000 feet. Flight dis-
Capt Sandel is Flight Facilities
Officer, Airfield Command, Cairns
AAF. He is fi xed wing rat ed, in-
strument qualifi ed, with approxi-
mately 1,000 flight hours.
tance 250 nautical miles.
Problem: Will it be econom-
ical and advisable in terms of
time and safety to try to go
"VFR o.n top" for a smoother
flight and better winds?
Solution: Check pirep's. (Ac-
tual tops reported 20 minutes
earlier to be 6,500-7,500 feet,
clear above.) Pilot elected to
climb on top and make flight.
Weather Condition: Over-
cast entire route. Ceilings gen-
erally 1,000-2,000 feet except
mo.untain ridges o.bscured. Oc-
casio.nal light sno.w in mo.un-
tains. Forecast is fo.r light ic-
ing in clouds o.ver mountains
and tops at 12,000 feet.
Flight Condition: An Army
Aviator (3-2) using a utility
fixed - wing aircraft equipped
and suitable fo.r instrument
flight. No. deicing equipment.
No. oxygen. MEA is 6,000 feet
MSL fo.r the ro.ute.
Problem: Is it possible to.
make the flight o.n instruments
witho.ut encountering i c i n g
Solution: C h e c k pirep's.
(pirep fro m a Convair 340
made 30 minutes earlier re-
Po.rted moderate icing fro m
7,000 to 11,000 feet.) Pilot
elected to cancel the flight.
Let's b u i I d a good pirep
framework. It mig h t look
something like this: (Include
time (Z) and position in all re-
1. Clouds
a. Bases and to.PS
b. Altitude between lay-
ers where VFR flight
can be made
c. Breaks in layers where
VFR climb and de-
scent are possible
2. Thunderstorm areas
a. Location
b. Number
c. Extent (size, tops, de-
3. Icing
a. Location, altitude (s)
b. Type and intensity
c. Type aircraft report-
4. Turbulence
a. Location and
altitude (s)
b. Intensity and whether
in clear air o.r clo.uds
c. Type aircraft report-
5. Other info.rmation bear-
ing on safety of o.peratio.ns
(such as strong winds at flight
level, funnel clouds, s t r 0. n g
echoes o.n airborne radar, hail,
tops o.f cloud layers at termi-
nals and base o.f clouds en-
countered at letdown, etc.).
If the weather services o.r
other people need special info.r-
matio.n o.n conditio.ns, such as
temperature in d i cat i n g a
strong inversion or similar phe-
nomeno.n, they will ask for it.
If you really want to. get the
red carpet treatment from the
fo.lks who man the FAA com-
municatio.ns stations the next
time yo.u're on a cro.ss-country
flight, co.nclude your position
reports with the phrase: "Have
a pirep, can you Co.Py it?" But
be sure you plan and compose
yo.ur pirep carefully, and give
them the straight poop. So.me-
one will undoubtedly be in-
fluenced by yo.ur report.
How would you like to have
this information along your
proposed ro.ute? BHM 1730Z
30-70 L-20. Interpretation:
Birmingham repo,rts at 1730Z
a pilot flying an L-20 repo.rted
he enco.untered heavy clear ice
and mo.derate turbulence at
1725Z between 3,000 and 7,000
feet MSL (mean sea level) 20
miles north o.f Birmingham.
2 6,000 F EET 35,000 FEET
REMARKS ( I-"or add, tI on al In f ormat IOn on or stAnd/ cant we.lther condItI on" 0
-,. pec d, c IIIform.rron r equested by the. (oreca.rer, e.IJ., Winds).
Cleo .. o.bove -lops.
Nr. 1 pirep
Nr. 2 pirep

trOIn the l onn .,.,'ing at the top
R emar • • Sec tI on. Tum In {orm
.t destinatI on WIth DD Form 175.
g LGT 0 0 SVR 0 EXTRE""
(IndIcate amount o( clouds by CLOUUS OR IN AND OUT OF CLOUDS
c l rc/m, Itppr op"al e -,ymbol).
0 NO (/ t yes , PFsvGLf
REMARKS ( "'Ot addlll on:J1 m(ormat, on on unusu!t/ or s'l?nd'ClJ n l wtJ3 th e t condI tI on s 0
,"pe e d, c wio"""t1on requested by the forec,u,cr, .• Winds ). I
9t"Oftq .. te""'1 ""'NOS @ 7000 :£0
10,000 VIC GOP 01""'0)( R.S5°/3S#<.
AWS : .... 36 PREVIOUS EOITlON5 O F" THIS F"O"u. ...... RE OBI OL.."!.TE.
Army Aviation's first Main-
tenance Field Manual is off the
press and available on request
through normal AG Publica-
tions channels.
FM 1-10, "Army Aviation Or-
ganizational Aircraft Mainte-
nance and Supply," provides
concepts, doctrine, and tech-
niques on organizational air-
craft maintenance and supply.
The primary objective of the
manual is to furnish guidelines
for organizational maintenance
and supply supervisors· in man-
agement, supervision, and
scheduling of aircraft mainte-
nance, and for instructor use
in service schools.
Are vis ion of TC 1-10,
"Transition Training in the
HU-IA Helicopter," has been
initiated. Work on another TC
concerning the AC-l Caribou
will begin shortly.
Chapters 6,10, and 11 of FM
1-5 are being revised to con-
form with the latest TOEs ap-
proved by the Department of
the Army.
Current methods of identify-
ing and regulating Army air-
craft in the combat zone are
considered inadequate.
A need exists for an auto-
matic processing system which
combines IFF techniques and
airborne transmitting equip-
ment (using digital data trans-
mission techniques) with com-
puters located at appropriate
air traffic regulation points,
and appropriate visual display
devices located at both traffic
regulation points and other ele-
Current items of interest from Fort Rucker
ments of the Army, such as
Army Air Defense Command
A study is now in progress to
determine if ADP equipment
would fulfill the need for high
speed data exchange with in-
terested agencies throughout
the field army. Its application
for use in the Flight Opera-
tions Center is being studied
with the following initial ap-
plication in mind. A flight plan
is entered into the computer,
which acts on this predicted in-
formation (t rue course and
groundspeed) to provide the
position of the aircraft on re-
quest. The en route controller
could que'ry the computer as to
current position of the air-
craft. The desired information
would be visually displayed on
a "bright light" screen, show-
ing the location by coordinate
and the identification by num-
ber or other designated code.
The system, if proved feasi-
ble, would require devices at
Army airfields throughout the
field army area that would per-
mit data entry and extraction
of flight plan information af-
fecting any particular airfield.
The complexity of the equip-
ment, allied communications,
and support requirements are
all factors that enter into the
study and will influence the ul-
timate decision as to its feasi-
bility and acceptance.
The Artillery Branch recent-
ly completed preliminary test-
ing in low-level "pop up" ad-
justment of artillery fire. This
experiment was conducted to
determine minimum exposure
time to enemy fire and prob-
lems encountered by the inex-
perienced observer.
Firing was done from an
HU-1A helicopter, flo w n at
treetop level. When a "splash"
warning was transmitted from
the fire direction center, the
HU-1A popped up to the mini-
mum altitude necessary to ob-
serve. This altitude varied be-
tween 600 and 800 feet for tar-
gets from 3,000 to 5,000 meters
away. The HU-1A remained up
only long enough for the ob-
server to see the rounds burst,
then dropped to treetop level as
rapidly as possible. Fire com-
mands to the guns were trans-
mitted d uri n g the descent.
Maximum exposure time for
each adj ustment was 30 sec-
Students from OFW AC 60-5
conducted the firing. They re-
ceived no briefing except for lo-
cation of the guns. No major
problems in orientation were
encountered, and the firing was
rapid and effective.
The s e preliminary tests
show that "pop up" observation
is feasible within range of en-
emy ground fire. I t also adds
an "anytime" fire capability to
the "one-shot load" of the
armed helicopter unit.
AR 95-1, 19 Aug 60, made
Greenwich Mean Time (also
known as "Z" time) standard
for all flying activities (flight
plans, position reports, etc.) of
the U. S. Army. The U. S.
Army Aviation S c h 0 0 1 has
started using "Z" time also for
recording flight time and other
pilot entries in the DD Forms
781-1 and -2. It was believed
that this would help the pilot
to think more in terms of Z
time and be less confusing in
general; it would be particular-
ly helpful when recording flight
time for a flight that originated
in one time zone and was ter-
minated in a different time
Consideration has even been
given to extending this use of
Z time in DD Forms 781-1 and
-2 worldwide. However, some
problem areas have a r i sen
which must be resolved prior
to its adoption. Some of these
areas are
1. Use of date-should the
date used on the form corres-
pond to local time or Z time?
2. Clianging of for m s -
should the forms be changed at
2400 hours Z or should they be
changed in relation to local
3. Postflights and preflights
-should they be performed in
relation to local time or Z
4. Applicability - how many
flights are made that cross a
time zone in relation to the
number of flights made that do
not cross a time zone?
All of these questions must
be answered before the deci-
sion is made to extend the use
of Z time. If the decision is
made to extend its use, a train-
ing program must be started to
familiarize personnel 0 the r
than pilots who work with the
forms. The flight records per-
sonnel are directly concerned.
Will it work? It certainly has
some merit. But be careful; in
solving one problem, several
more may be created.
Wit h antiaircraft defenses
becoming more reliable and
more capable of denying air-
space to aircraft, only two pos-
sibilities of penetrating the
enemy's defenses and surviving
remain: to operate either at
very high altitude beyond his
defenses, or at very low alti-
tude where it is difficult or im-
possible for him to react. Since
the type of tactical information
required by the local army
commander cannot be obtained
at very high altitudes, penetra-
tion at very low altitude is the
only practical method. N ever-
theless, there are obstacles to
It becomes 0 b v i 0 u s that
when using very low altitude,
the faster one can go the great-
er the relative safety from an-
tiaircraft defense. Operation at
the higher speeds, however,
poses the problem of the pilot's
capability to act and react to
terrain and man-made obsta-
cles. Another question which
must be answered is, what af-
fect do gusts have upon the
airplane and the pilot? The
Aviation Board is investigat-
ing these areas in its man-ma-
chine environmental study in
which the tactical and operat-
ing characteristics of a deep-
penetra tion surveillance air-
craft will be determined.
In addition to the aerody-
namic and psychological as-
pects of the problem, there is
the physiological. All pilots
have experienced the problem
of great water loss through
perspiration in relatively short
periods of time, perhaps the
simplest of physiological evi-
dence. It is known that other
physiological c han g e stake
place. To measure these, the
pilots will wear a bio-physio-
logical pack which will measure
certain responses w h i I e in
flight. The s e measurements
will be correlated with the aero-
dynamic instrumentation and
subjective pilot reports, taken
by a psychiatrist and flight sur-
g-eon immediately after each
The A viation Board is not
alone in the conduct of this
study. The National Aeronau-
tics and Space Administration
(NASA) and   ~ S. Arm y
Transportation Research and
Engineering Command (USA-
TRECOM) are prOoviding aero-
dynamic and instrumentation
support. The human factors
area is being investigated by
Hum a n Resources Research
Unit. The bio-pack is being pro-
vided by the Ames Labora-
tOories in California. The Navy
is furnishing the aircraft and
their logistic support.
The study is being conducted
in tWOo phases. The first is a
very complete literature re-
search program in the aerody-
namic field concerned with the
problems of low-altitude high-
speed flight; and the second, a
comparable literature research
program on the human factors
in this area. The second phase
of the study is being conducted
with actual flights in this re-
gime. As vehicles fOor the study,
we have various representative
types of airplanes: the T -28,
the cOonventional reciprocating
powered aircraft; the T2V, a
conventional straight-wing jet;
and the F9F, a swept-wing jet.
The aircraft are being instru-
mented to provide correlation
between what the pilot reports
subjectively and what the air-
plane encountered.
It is expected that, as a re-
sult Oof this study, the deep-
penetration surveillance air-
plane (if it is built) will pro-
vide an optimum combinatiOon
of survival probability and in-
fOormation gathering.
Knowing Your Aircraft Electrical System
In today's modern Army, the
aviator's machines are becom-
ing more and more complex.
With the aviators striving to
qualify themselves in several
different types of aircraft and
becoming-both fixed and rotary
wing rated, the individual finds
these complexities are stock-
piled. Consequently, he fin d s
he is so i n v 0 I v e d in pro-
cedures and techniques that he
nOo longer has time to learn and
understand the intricate work-
ings of each particular aircraft
he is operating.
Units throughout the Army
are attempting to alleviate this
situation by emphasizing the
maintenance training program.
But we are dropping the ball
on one important aspect of air-
craft maintenance: the aircraft
electrical system. Electricity is
a nasty word to most aviators,
and they will avoid it if at all
But let's face facts for just
a moment. NOo aircraft in the
Army inventory today will op-
erate without some type of an
electrical system, whether it is
our simple "Bird Dog" Oor Oour
more complex "Caribou" and
The question arises, "Why
should I be bothered with the
complications of an electrical
system?" Here are some gen-
eral reasons:
a. Many times we are called
upon to operate our aircraft on
missions where we receive no
maintenance support until we
return to our home station.
b. Forced landings and can-
celled flight plans can be quite
a nuisance to commanders. We
have all heard of aviators mak-
ing precautionary forced land-
ings or cancelling return trips
due to electrical trouble. This
is the proper action if the defi-
ciency cannot be properly eval-
uated. But often these trou-
bles turn out to be of a "non-
safety Oof flight" nature.
c. Aviators receive mainte-
nance instructiOon on the air-
craft while attempting transi-
tion courses and are required
tOo read the flight handbook,
even when checking out IOocally.
Regulations require that an av-
iator pass an examination on
the contents of the flight hand-
book before he is qualified in
the aircraft. But in studying
the handbook, we tend tOo by-
pass the electrical subjects. We
don't need to be physicists or
master electricians to under-
stand this material because it
is purposely written in the lay-
man's language.
With a general working
knowledge of electrical sys-
tems, we realize many field ex-
pedients can be used when the
need arises. For example, a
dead battery is frustrating, es-
pecially out in the field away
from an auxiliary power unit.
But most state law enforce-
ment agencies have 24-volt sys-
tems in their cars and they're
always willing to give you as-
sistance. Don't let a main in-
verter failure cause you to can-
cel out that return flight. Our
aircraft have spares which will
normally take care of things
until you get home.
A knowledge of the electrical
system is important. If you
find that the flight handbook
doesn't satisfy your curiosity,
check the maintenance instruc-
tions handbook.
L-19A STRUCK TREES and crashed during at -
tempted go-around from downwind landing ap-
proach. Aircraft destroyed. No injuries.
L-20A ENCOUNTERED marginal weather during
flight through mountain pass, reversed course
and found exit closed by weather. During at -
tempted landing, aircraft nosed over and came
to rest inverted. Major damage to wings, fuse-
lage, landing gear, vertical and horizontal sta-
bilizers. Minor injuries.
H-34 VIBRATED SEVERELY during attempt to
land sling-loaded jeep. Antenna flexed into tail
rotor blade, destroying antenna. Damage to tail
rotor blade and pylon. No injuries.
L-19E ENGINE FAILED in flight . Aircraft com-
pleted forced landing with no damage. Suspect
carburetor malfunction.
H-19D SHIMMY DAMPER failed during test
flight . Damage to bulkhead and landing gear.
H-21C TAIL CONE STRUCK runway during ex-
cessive flare from practice autorotation. Damage
to tail cone and aft longeron.
AO-l LANDED HARD during practice barrier
landing. Fuselage buckled; left wheel broken;
landing gear sprung. No injuries.
L-20A LANDED SHORT in field strip. Tailwheel
caught in ditch and was broken.
Needles split and dark smoke streamed from
left side of engine. Aircraft completed auto-
rotative landing with minor damage to landing
gear . No injuries.
L-19A STALLED DURING attempted go-around.
Left wing struck ground and aircraft cartwheeled.
Major damage to left wing, fuselage, left gear,
and prop. No injuries.
H-34C ENTERED GROUND resonance while
taxiing on tactical field strip. Main rotor blades
cut through cockpit. Copilot killed. Pilot seri -
ously injured. Tail boom severed. Main rotor
and transmission torn from aircraft.
H-19 MAIN ROTOR BLADES struck trees. Major
damage to main rotor blades. No injuries.
H-13G ENGINE LOST POWER after takeoff.
Aircraft settled into trees and was destroyed.
Minor injuries. Cause unknown pending engine
H-34C ENTERED GROUND FOG during early
morning tactical flight . Aircraft struck ground
at high airspeed. Pilot, instructor pilot, and crew-
chief killed. Aircraft destroyed.
H-13G ENTERED FOG and pi lot elected to land.
Tail rotor struck the ground on touchdown. Tail
rotor guard, tail rotor blades, tail rotor gear box.
drive shaft and bearing damaged.
L-19E STALLED during steep pylon 8, recovered
at low altitude and struck wires. Minor damage
to windshield and elevator. No injuries.
H-23D MAIN ROTOR BLADE chopped through
jeep antenna when jeep was driven under re-
volving blades. Incident damage to tip cap. No
H-23B FAN GEAR BOX sheared in flight . Air-
craft landed with no further damage.
jlts from
sept. and oct.
H-13 POWER LOSS occurred during armed heli -
copter tactical field problem at low altitude.
Aircraft completed hard autorotative landing in
confined area. Skids, cross tubes, stabilizer, and
main rotor blade tips damaged. No injuries.
H-21C LANDING GEAR STRUCK trees during
pinnacle approach to confined area. Aircraft
settled prematurely. Major damage to fuselage,
firewall, and bulkhead. No injuries.
U-1A STRUCK WATER TANK while flying at
low altitude in adverse weather conditions. Pilot,
copilot, and four passengers killed. Aircraft
H-13E ROLLED TO LEFT SIDE during pickup to
hover. Main rotor, toil rotor, and boom dam-
aged. Sudden engine stoppage. Minor injuries.
Couse unknown pending investigation.
H-13G MAIN ROTOR BLADES struck tree branch
during takeoff. Minor damage. No injuries.
H-23D LANDED TAIL-LOW due to late pitch
application and bounced 20 feet into the air be-
fore completing landing. Major damage to main
rotor blades, tail boom, drive shaft, basic body,
cross tubes, and snubber assemblies. No in-
flight. Aircraft completed autorotative landing
with no damage. Suspect carburetor malfunction.
L-19E STRUCK TREE during approach to tactical
strip. Incident damage to left wing. No injuries.
L-l.3D LANDED WHEELS UP. Major damage
to both propellers. Sudden engine stoppage. Un-
known skin damage. No injuries.
L-19A WING STRUCK TREE limb while aircraft
was taxiing. Incident damage to wing.
L-13D LANDED with main gear retracted and
props feathered after fai lure of nose gear ex-
tension retraction system. Minor damage.
H-13H LANDED HARD and bounced during
practice autorotation. Main rotor blade flexed
into toil boom, severed tail rotor drive shaft .
No injuries.
H-llC ENGINE FAILED during flight. Aircraft
completed autorotative landing in corn field with
no damage. Failure of No.6 cylinder piston or
push rod.
H-13H ENGINE FAILED To respond during
power recovery portion of practice autorotation.
Aircraft landed on skid heels and rocked forward.
Right skid collapsed and aircraft rolled to right
side. Major damage to main rotor, toil rotor,
skids. No injuries.
H-23C FUEL EXHAUSTED. Autorotation accom-
plished downwind. Toil boom cut off, rotor
blades damaged, 4 - inch and l-inch drives dam-
aged, snubbers broken, and toil rotor damaged.
No injuries.
H-13D BOUNCED AND YAWED to left during
practice autorotation landing. Main rotor blade
struck toil rotor drive shaft. Main rotor blade
tip assembly, fore and aft spring tube assem-
blies, and tail rotor drive shaft damaged. No
H-19D ENGINE FAILED in flight due to fuel
starvation. Aircraft crashed during forced land-
ing attempt. Aircraft destroyed. No injuries.
Full fuel tonk available, but not used.
Preflight Negligence
Captain R. H. Marden, Armor, and Captain H. W. Chambers, Arty
ARLY ONE col d winter
morning a door opened at
the Division Aviation Company
Operations Office.
"Yes sir, Colonel," said a
bright young aviator, "we're
ready to go! Yesterday we test
flew this Beaver after a PE and
she's in tip-top shape. Later, I
flew it for almost three hours
and she flies like a dream," says
this young lad as he leads the
chief of staff out to a newly
painted L-20 and assists him
into the front seat.
As the pilot taxies down the
PSP taxiway he notes that all
instruments are in the green.
Why bother with checking the .
mags? He knows they are OK.
"Tower, this is Army 2461,
ready to roll on 35."
"Roger 461 you are clear for
takeoff - pleasant flight!"
The pilot pushes the throttle
on the L-20; it quickly accel-
erates down the strip and the
Capt Marden was Chief, Rotary
Wing Branch, Dept of Mainte-
nance, USAA VNS, when he co-
authored this article. He is dual
rated and instrument qualified
with approximately 1,300 flight
Capt Chambers is an instru-
ment instructor, Dept of Ad-
i'anced Fixed Wing Training,
USAAVNS. He is dual rated
with approximately 2,000 flight
Preflight negligence = aborted mission
pilot feels the aircraft become
light. At 60 mph the pilot gen-
tly lifts the bird off the ground
as the end of the strip roars by.
Then quiet. The bright young
lad doesn't have time to call
the tower and tell them his en-
gine just quit. No place to go
but straight ahead into that
small rice paddie. Crash I-the
sound of hard metal pounding
across a frozen rice paddie,
smashing against small walk-
ways that separate each paddie.
Then quiet ...
What happened? Why did we
lose this L-20? This Beaver
cost the taxpayers approxi-
mately $48,000. The investi-
gation board found the follow-
ing. During the time the air-
craft was sitting on the ramp,
it was serviced with fuel and
oil. At that time, the fuel
truck was at Ordnance getting
a fuel-water s epa rat 0 r in-
stalled, so the aircraft was re-
fueled from 55-gallon drums.
The pilot, who had perform-
ed a preflight inspection one
hour earlier, didn't think it was
necessary to drain the fuel
tanks and sump again, especial-
ly while he had the chief of
staff waiting for him. The in-
vestigation board determined
that there were 18 gallons of
"pure" water left in the fuel
tanks after the aircraft had
been refueled. Preflight negli-
gence, of course.
The scene changes. An L-19
is dispatched to a small strip
where reserve units are taking
their annual two-week training.
"Lieutenant," said the Opera-
tions officer, "I want you to
pick up Colonel Blank at 0900.
Now don't be late as we are
trying to impress him with
Army Aviation. The colonel
claims he has spent more time
w a i tin g for Army Aviation
than I have flying time, so
don't foul things up." A simple
administrative mission t hat
could sell Army Aviation to an
outstanding individual. A man
who could and would put his
best foot forward and give all
Army Aviation a jolt in the
Everything is fine; the sky is
cloudless, warm air with no
turbulence. What a day to take
the "Old Man" for a ride. The
trip to the training site was
uneventful. When the pilot ar-
rived at his destination he re-
ceived word that Colonel Blank
would be about 30 minutes late.
Thinking he would be ahead of
the schedule, the pilot opened
the cockpit door, pushed the
front seat fully forward, and
generally arranged the aircraft
so there would be no delay
when the colonel finally ar-
Some 30 minutes later, the
colonel arrives and immediate-
ly climbs into the rear seat of
the waiting L-19. After assist-
ing the colonel into his seat, the
pilot prepares for takeoff. The
engine roars, all instruments
read in the green-all set to go.
The takeoff is smooth; ev-
erything is going along fine.
The colonel should be really im-
pressed with aviation now. But
what are all those spots on the
windshield? The sky is as clear
as a bell, so it couldn't be rain.
A quick glance at the instru-
ments and all is OK, except the
cylinder head temperature is a
little higher than normal. Wait
- the oil pressure gauge is
fluctuating. Now what in the
world? A quick glance at the
leading edge of the left strut
gives the answer: it is covered
with oil. Fortunately the inci-
dent is noticed about 10 miles
from destination. The aviator
slows down to keep the remain-
ing oil in the sump. The colonel
sure isn't happy now, slow fly-
ing when he has, to meet with
the general in 30 minutes.
Investigation revealed that
while the pilot was waiting for
the colonel at the training site,
a member of the training unit
decided to check the oil, but
Preflight negligence = sticky impression
didn't have time to' finish. He
neglected to put the filler cap
back Oon to the filler tube. Con-
sequently, eight quarts of oil
were pumped overboard.
SQme time later this had to
be explained to the colonel, who
definitely was less impressed
with Arm y A viatiQn. Could
this be explained as an error in
preflight? Maybe nQt, but had
the pilot opened the cQwling
while waiting at the training
site, this CQuld have been pre-
Again the scene changes. We
are sitting in the DivisiOon op-
erations tent on a snOoW-COV-
ered field strip in Korea. The
0600 reconnaissance flight has
just departed and the crew
chief Qf our one and only H-19
is preparing to accompany the
pilot tOo the far end of the park-
ing area to preflight and run-up
the aircraft. This will take at
least 30 minutes so we want to
be sure everything is O.K. Pre-
paredness is Oour watchword.
The aircraft had been re-
fueled the night before. We
must stOoP by the maintenance
tent tOo get the battery because
the temperature was down to
-25°F. last night. Even good
batteries have a tendency to
freeze at such temperatures.
But careful preplanning Qn the
part Oof the crew chief and pilot
has precluded that happening.
The aircraft has undergone
the preflight inspectiOon and the
pilot diligently runs up the air-
craft to ensure the engine oil
is warm, the hydraulic system
is free of ice and in good work-
ing Oorder. Everything checks
Qut fine. N oow all that is left is
tOo wait fO'r a missiOon. We're
As the pilot returns to the
operatiOons tent, the· crew chief
decides that since it takes such
a IQng time to' get the trans-
missiQn warmed up, he WQuld
wrap it in a transmiss.ion cOover
to' help keep it warm. But the
cO'vers are over at the mainte-
nance tent, soo he'll just use a
cO'uple of blade covers which
were taken Ooff the blades earli-
er. These will wO'rk-nO' sweat.
The missiO'n arrives. The pi-
lOot is briefed, rushes to' the
aircraft, jumps. in, cranks it up
and prepares to take O'ff. Every-
thing is in the green. As the
pilOot pulls pitch, the aircraft
becO'mes light, and then the air-
craft shudders, and starts to
turn uncO'ntrOollably. The cyclic
stick is wrenched frOom the pi-
IO't's grasp. This is all the pilot
can remember as he is carried
from the tangled mass Qf steel,
aluminum, and plastic.
The investigatiQn bQard de-
termined that, unknQwn to the
p i I 0' t, the crew chief had
wrapped the transmissiQn with
a blade cover. As the pilQt had
previO'usly (several hours) con-
ducted a preflight inspectiO'n,
he merely climbed into the air-
craft and started on his mis-
siQn. As the pilO't pulled pitch,
the blade COovers became en-
tangled in the main rQtO'r head.
This caused the cyclic stick to
be wrenched frO'm the pilQt's
hand and at the same time
caused the blade to flex down-
Preflight negligence = clobbered Chickasaw
ward and to the rear, severing
the tailcDne. One blade was
tDrn IDDse frDm the blade grip
and sent hurling thrDugh the
air. As the aircraft hit the
grDund frDm the hDver pDsi-
tiDn, the gear was torn frDm
the fuselage. The rDtor head
was still turning, and the blade
CD v e r became so. tangled it
pulled the transmissiDn CDm-
pletely DUt Df the mDunt and
fell acrDSS the pilDt seat.
CDuid this be caused by pilDt
err 0. r? ImprDper preflight?
Whatever the cause, the unit
was left with no. utility helicDp-
ter and an added CDSt to the
taxpayer to replace the CDm-
pletely demDlished aircraft.
On a flight in a TL-19 depart-
ing DavisDn AAF on a winter
day, the pilO't perfDrms a very
rushed preflight to. try to' beat
the weather DUt in getting to
RichmO'nd, Va. The IP gets the
weather and files DUt while the
pilDt checks the aircraft. Due
to. the pDDr radiO' equipment in
the aircraft, the aviatDrs de-
cide to go. VFR rather than
IFR. HDwever, they have to.
hurry if they are to' beat the
bad weather cDming in. They
get DUt alright. But right after
takeDff they nDtice that the air-
speed will go. up to. Dnly 35
knDts, althO'ugh the aircraft is
flying. The rate of climb was
very sluggish and the altimeter
reading Dnly 100, althDugh the
a viatDrs cDuld see that they
were at least 400 feet abDve the
grDund. The pilDt advises the
IP to. try the pitDt heat, but
that has no. effect Dn the in-
struments. They finally decide
that the trDuble is caused by
sDmething being plugged up in
the static system. Since the
weather IDDks gDDd, the twO' avi-
atDrs cDntinue to' their destina-
tiDn withO'ut incident.
After landing, they check the
static sO'urces Dn the empen-
nage sectiDn Df the TL-19. One
is covered with a sheet Df ice
nDt seen d uri n g the pre-
Granted, this defect did nDt
cause an accident, but what
wDuld have happened if the avi-
a tDrs had decided to file DUt
IFR? Y DU can prDbably guess
the DutcDme.
This little eye-awakening in-
cident happened to two. avia-
tDrs with abDut 4,000 hDurs be-
tween them. YDU can rest as-
sured that they are cDnverted
preflighters-fDr a little while,
if nDt fO'r gDod.
HDW many times have YDU
taken Dff and nDt prDperly per-
fDrmed a preflight, even if just
a slight Qne? Plenty Df times
I'll bet. Yet, how many times
can YDU remember having air-
craft difficulties in flight di-
rectly attributable to a failure
to. perfDrm at least that very
slight preflight? Hardly ever,
mDre than likely - except Df
CDurse fDr the cDnverted few.
A slight mishap in flight to re-
lieve the IDng peri Dds Df bDre-
dDm is all it really takes to. get
YDU back to spending time on
YDur preflight (like YDU used to
dO' when YDU first got DUt of
flight SChDOl.) If the mishap
does nDt get YDU back in the
habit of making a thDrDugh
preflight fDr good, it will dO' it
fDr a while anyway.
The instances related are but
a few Df the many that have oc-
curred in the past. With prDp-
er pilDt and crew chief Drienta-
tiDn, these cDuld be reduced in
the future. Let's nDt become So'
invQlved in accQmplishing Qur
missiQn that we fQrget Qne Qf
the mQst impQrtant facts Qf
cQmpleting ami s SiD n : the
Frequently, aviatiQn verbiage defeats its
Dwn purpDse and we get sDmething like this:
"We need a systematic and Dbj ective appraisal
Qf all QperatiQnal and maintenance functiQns to.
be perfDrmed to. Dr with aircraft invDlving hu-
mans and the methQdical effQrt to' adapt the
machine to' the natural and develQping charac-
teristics Qf humans."
Design the machine fDr the CQmfDrt and
safety Qf the man.
Prepared by the U. S. Army Board for Avia-
tion Acc·ident Research.
IICommanders who don't restrict the'ir
thinking to the ground add a new dimen-
sion to tactical mobilitv.
Br'ig Gen Clifton F. von Kann
Director of Army Aviation
Flying Command Post
emplQyment of Army A vi-
ation can we develop? This is
an eternal questiQn in 0' u r
Army Aviation program, as we
constantly improve our capabil-
CQnsiderable effort has been
expended in developing and im-
prQving our existing aircraft
and the future requirements of
aircraft, evolving from lessons
we have learned. One of the
greatest potential improve-
ments lies in increasing the
versatility of our present aeri-
Captain Ivan L. Slavich, Inf
al vehicles.
One of the majQr problems
facing the commander today is
his ability to' move and CQm-
municate with his staff when
his units are necessarily dis-
persed. Many difficulties have
been experienced in maintain-
ing communications with all
units during the displacement
of a command post. A flying
command post can solve many
of the commander's problems
during this phase of an opera-
Although the basic idea is
not new and can be adapted to
any Army aircraft dependent
on the commander's needs and
the aircraft available, our bat-
tle group combat team finds the
HU-IA ideal for our mode of
In planning the use of this
aircraft as a command post,
three factors were of the ut-
most importance: there could
Capt Slavick is presently com-
manding Company D, .2d Air-
borne Battle Group, 503d I nf an-
try Combat Team in Okinawa.
be no change involving any
modification to the aircraft;
the constructed unit must be
completely portable, easily in-
stalled, and easily removed;
and it must provide the neces-
sary communications for the
commander and his staff to op-
erate efficiently.
The flying command post de-
veloped by our BG Combat
Team fulfills all these require-
ments. The rear facing litter
attendant's seat in the Iroquois
was removed and a one-piece,
wide pedestal installed which
contained a 11 the necessary
equipment for operation. The
pedestal, secured to the tie-
down rings on the floor of the
helicopter, was constructed to
contain a mapboard to the
front, a desk-like writing and
working surface which folds
upward, drawers, and a PRe-
35 FM all-channel radio mount-
ed to each side. For extended
ground operations an external
power source can be used.
Wire antennas necessary for
these two additional radios, at-
tached to the crossover tubes
on the skids of the helicopter,
proved completely satisfactory.
The PRC-35 radio is not at this
time organic to elements of the
battle group. (It is presently
undergoing service tests at the
Airborne and Electronics Board
at Fort Bragg.) It is, however,
an ideal type radio for this
mission, being compact, dura-
ble, and with full channel FM
capability. (We could have uti-
lized a VRQ-3 radio type instal-
lation with equal effectiveness,
with the exception of the all-
c han n e 1 FM capability and
some added weight.)
The entire pedestal with ra-
dios can be installed or re-
moved wit h in five minutes,
with no significant reduction in
the operation of the helicopter.
This provided elements of the
staff and the commander three
FM all-channel radios, thereby
permitting simultaneous com-
munications for the S-2, S-3,
Fire Support Coordinator, or
any other arrangement which
the commander so desired. By
the use of blackout curtains
and the organic lighting facili-
ties of the helicopter, the com-
mand post can be used both
day and night with equal effec-
One can readily appreciate
the many advantages a com-
mand post such as this would
provide. The continuity of op-
eration of the mobile command
post during displacement af-
fords a s moo t h transition.
When we consider that on the
modern battlefield the battle
group may displace as often as
twice a day, division once a
day, and even the corps com-
mand post every two or three
days, the advantages of the mo-
bile CP become obvious. In ad-
dition, its effective use as an
alternate command post for a
separate, highly mobile task
force operation cannot be over-
One of the primary means a
commander has to influence the
action is his presence at the
right place at the right time.
The dispersion of units re-
quires an even greater degree
of mobility by the commander
in effecting direct coordination
with his subordinate units in
their employment.
One of the greatest advan-
tages of the mobile CP is that
the commander and his staff
can move rapidly to critical
areas and make personal visits
to subordinate unit command-
Through use of the mobile
CP a thorough briefing can be
given to subordinate command-
ers on the situation with all
the up - to - date information
available for their planning and
guidance. The capacity of the
larger multiple map display is
a distinct advantage over the
"hip pocket" map in formulat-
Economical, portable pedestal for flying CP
5- 2
63Y1" X 63Y1" X 40" x 5/8"
ing tactical plans. The com-
mander can also take subordi-
nates with him on reconnais-
sance flights. The staff, travel-
ing with the commander, has
first-hand knowledge of situa-
tions and can make spot recom-
mendations as necessary. The
commander, also ins tan t I y
available, can render decisions
for the s,taff received via their
radio nets.
Another major advantage of
the mobile command post is
continuous communication. The
radios we have in the battle
group today do not always pro-
vide us with this capability be-
cause of the dispersion of units
and existing terrain. In testing
the practicality of the mobile
CP in communications, we have
been able to provide continuous
and uninterrupted communica-
tions up to distances of 20 miles
with all types of FM radios on
the ground.
Some may say that using the
HU-1A in this capacity limits
the use of the helicopter as an
evacuation vehicle and troop
carrier; however, priority of
use will be determined by the
requirements of the situation.
The rapidity with which the
command post can be installed
and removed does not restrict
the use of the aircraft for any
other type mission.
There is no doubt that the
success of the Army in the fu-
ture will depend largely upon
its ability to move swiftly and
decisively. The possibilities
foreseen for the use of the fly-
ing command post are virtually
unlimited. With the advent of
television, infrared, and radar
devices made portable by mi-
crominiaturization, command-
ers at all echelons will have in-
stant information on the situa-
tion at any time and place on
the battlefield.
The air mobile command post
affords the commander and his
staff the required degree of
mobility in the more effective
accomplishment of his mission.
N AVIATOR from your unit crashes on a
farm in a remote area. The farmer calls
the sheriff or the highway patrol. Often, the
nearest military base is many miles away and
these local officers are the first on the accident
scene. Although they are trained in emergency
procedures and first aid application, do they
know how to handle the special problems that
arise when an aircraft crashes? Do they know
about guarding the wreckage? Do they know
how to handle the press, how to locate and
identify witnesses? Most important, do they
know the location of fire extinguishers, first
aid kits, and emergency exits in Army aircraft?
The U. S. Army Board for Aviation Acci-
dent Research, Fort Rucker, Ala., has prepared
an illustrated booklet (convenient glove com-
partment size) which you can distribute to the
civil law enforcement officers in your area. En-
titled "YOU CAN HELP," the booklet de-
scribes what to do on arrival at a crash scene.
Copies of the booklet are available on request.
U. S. Army Board for Aviation Accident
Research, Fort Rucker, Alabama
Direct communication authorized AR 15-76.
N ARMY H-21C helicop-
ter recently assisted in a
daring rescue of several moun-
tain climbers stranded high on
Alaska's Mount McKinley. Sim-
ilar rescues have shown the
V'ersatility of helicopters, but
this case is unique. This was
the first time a ski-equipped
Army Shawnee had been flown
on a mission other than for test
When notified it was to take
Lieutenant Edward A. Spencer, TC
part in the rescue operation,
the 80th Transportation Com-
pany, Fort Richardson, Alaska,
obtained a set of test skis from
the Arctic Test Board. The
skis would be needed if the
H-21 had to enter a more criti-
cal area of flight than existed
at the 10,OOO-foot rescue camp.
Made of sturdy fibreglas and
plastic, the skis were installed
within an hour without the use
of jacks. This was done by re-
moving the small tailwheels,
laying a ski in front of the
landing gear and then rolling
the H-21 forward until the
wheel dropped into its well.
The &ki was then attached to
the landing gear axle, and the
fore and aft restraining bun-
gees and safety cables were at-
Lt Spencer is assigned to the
80th Transportation Company,
Ft Richardson, Alaska.
Skis for H-21 can be installed in less than an hour. H-21 and H-34 Skis (right) are commercial,
off-the-shelf products.
tached to the top of the main
landing gear oleo strut. On the
nosewheel a mechanical bungee
was utilized. In this case, the
aircraft was rolled by hand
over one ski at a time. How-
ever, it seems reasonable to as-
sume that the aircraft could be
towed or taxied onto the set of
three skis in one operation,
thereby reducing the mounting
The altimeter read 10,350
feet as the Shawnee flew over
a huge glacier on Mount Mc-
Kinley. The H-21 passed the
go - around poi n t and flew
"straight-in" to the landing
area, surrounded on three sides
by sheer walls of rock and ice.
Visibility was excellent, but
depth perception and contrast
were poor. When power was re-
duced for the approach, the
H-21 began to sink toward an
amphitheater of snow. To the
crew of 6 it seemed like an ap-
proach to a giant vanilla milk-
Nearing the desired touch-
down point, the H-21's nose was
r a is e d slightly and forward
speed reduced. With a sensa-
tion similar to encountering
rough air, the Shawnee touched
down and then glided smoothly
over the snow. Steering was ac-
complished by sliding the nose
ski sideways through use of a
Later the H-21 took off easi-
ly at 2,500 rpm and only 32
inches of manifold pressure, de-
spite the weight of the skis and
Landing site encircled on three sides by sheer walls
two additional passengers. No
change in the flight character-
istics of the Shawnee was no-
ticed on the return flight to the
base at Talkeetna. A landing
was made on a gravel runway
just as though the skis were
not installed. The main wheels
protrude below the skis several
inches and small tailwheels on
the rear of the skis protect the
bottom from being damaged.
During practice autorotations
to a hard surface, the tail-
wheels touch down prior to the
main gear, thus protecting the
First Army ski-equipped
Shawnee flown on rescue mission
A similar rescue with an H-21
was accomplished by the 33d
Transporta tion Company, Fort
Ord, Calif., in 1958. Plywood
"snowshoes" were fabricated to
enable the Shawnee to land in
deep snow and res cue four
skiers from a mountain in Cali-
fornia (see AVIATION DI-
GEST, Nov '59).
The Mount McKinley flight
might be compared to another
approach by an 80th Transpor-
tation Company crew one year
earlier-in a Shawnee without
skis and over a different gla-
cier. This time the altimeter
read 16,500 feet w h i 1 e ap-
proaching the peak of Mount
Sanford (elevation 16,208 feet).
During the long climb over
the glacier the aviator took ad-
vantage of the few updrafts
that were present. The R-1820
had been operating in high-
speed supercharger and 2,600
rpm for a long time. Engine
failure here would have neces-
sitated landing on the snow-
covered glacier, but upon con-
tact the landing gear would
have dug in and then ... (The
performance charts on the H-
21C become rat her general
abo u t operation at altitudes
over 10,000 feet. It seems that
one can expect to terminate an
approach to a hover if (a) the
wind holds out; (b) the pilot is
not blinded by the ground cush-
ion storm; and (c) if turbu-
lence is not present.) Several
minutes later, the Shawnee
came to a hover at 16,208 feet
MSL. But, what a different ap-
proach that would have been
with skis. There would have
been more safety, more payload
All of the 80th Transporta-
tion Company's Shawnees are
equipped with plywood boards
which fit underneath the vee
braces and serve as flotation
devices. These provide some
flotation, but the loose snow
tends to swallow the six-ton
Shawnee even with the in-
creased bearing surface. It was
noted that H-21s without skis
need the supercharger shifted
to high to lift the aircraft out
of the snow. Normally the
high-speed blower is not used
for operations at 10,000 feet.
A definite and immediate
need for a flotation d e vic e
which will permit helicopters
to operate on snow or muskeg
was revealed in a study of ex-
periences of Army Aviation
units in Alaska. The study,
conducted by the U. S. Army
Aviation School Combat Devel-
opment Office and approved by
USCONARC, concluded t hat
skis were the only devises which
provide both desired flotation
and the ability to slide over the
snow. It was determined that
ground handling, taxiing, and
running takeoffs and landings
were impossible with floats or
devices other than skis.
Skis are presently being test-
ed on H-21s and H-34s at the
Artic Test Board.
The CDO study discussed
four major situations in which
it would be essential for heli-
copters to be equipped with
1. The majority of the land-
ing areas in Arctic regions are
composed of muskeg or swamp.
During the summer these areas
are extremely rough and con-
sist of large clumps of grass
massing on the surface. Cre-
vasses up to six feet deep are
located between the clumps.
This makes helicopter landings
extremely hazardous, since con-
ventional type gear tend to slip
off the grass and into the cre-
vasses. This rolls the aircraft
and usually results in major
damage. Skis provide a more
stable landing gear not apt to
2. Without skis, helicopters
operating in deep snow must
land and take off from a hover.
In light and powdery snow the
rotor downwash creates an in-
tense blizzard which blinds the
aviator and often causes verti-
go (see Crash Sense, A VIA-
TION DIGEST, Sep '60). Skis
a II 0 w running takeoffs and
landings which keep the bliz-
zard to the rear of the aircraft.
The skis also keep the helicop-
ter from sinking into the snow
and striking hidden obstacles
and crevasses.
3. Closely related to vertigo
"X" marks the spot where left main gear hit a stump.
Skis might have prevented this
is whiteout, which is a blending
of snow-covered terrain with
the horizon. T his condition
gives a false sense of depth
per-eeption and often creates a
feeling of turning. Whiteouts
usually occur while the heli-
copter is hovering over fresh,
smooth snow and when there
are no shadows or reference
points. Running landings and
takeoffs eliminate the h 0 v e r
and minimize this problem.
4. In event of an emergency
autorotation, helicopters with-
out skis must land in deep snow
at zero groundspeed. This al-
lows the helicopter to sink into
soft snow and often causes
major damage. With skis, a
running landing allows the avi-
ator to maintain translational
lift to the last possible moment
and maximum controllability at
An 80th Transportation Com-
pany H-21 without skis was
damaged after engine failure
forced an autorotation to a
snow-covered marsh area. An
almost perfect touchdown pat-
tern was made to an ice s ur-
face, but the left gear broke
through the ice, hit a stump
and was sheared, causing the
aircraft to roll. If the H-21 had
bee n equipped with skis, it
probably would have landed
without having been damaged.
In another case an H-21
loaded with troops was dam-
aged when clutch failure neces-
sitated a forced landing in a
heavy brush-covered area. The
touchdown was successful, with
damage only to the aft rotor
system. However, 60 feet after
touchdown the right main gear
sank into the soft turf and
swung the aircraft to the right.
The nose gear folded under as
a result of the side load. A nor-
mal run 0 u t would probably
have been effected if the air-
craft had been equipped with
New Airport Approach
Lighting System Adopted
The Federal Aviation Agency has adopted
the British RAE (or Red-White) Visual Glide
Path Indicator landing lights as the standard
system for United States airports.
Developed by the Royal Aircraft Establish-
ment in England, it is one of five systems eval-
uated by the FAA. The system consists of six
bars of lights (4 feet long) on each side of the
runway. One set of three bars is 750 feet from
the approach end of the runway; the other,
1,250 feet from the approach end. Enclosed in
boxes, they are seen by the pilot through a
slit in the box. Red filters change the appear-
ance of the lights depending on the altitude
angle at which he sees them. If he is approach-
ing too low, he sees red lights; if too high, all
white. When on proper glide slope the pilot
sees the near bars of lights as white and the far
bars as red.
The system can be reduced to a smaller
number of units without losing its effectiveness
for use at small airports. Two of the units,
placed on one side of the runway and spaced
750 feet apart, can furnish satisfactory guid-
ance at smaller fields.
Dear Mrs. Army Aviator:
This is addressed to you be-
cause you, as a master kitchen
mechanic, are in the best posi-
tion to know and sell the ad-
vantages of handbooks. It's a
known fact that tempting, well
balanced meals don't just hap-
pen. We believe that no kitchen
mechanic worth her salt would
attempt a new dish or a rehash
of an old one without first con-
sulting her library of cook-
books and recipes. Show us a
kitchen without several dog-
e are d cookbooks, without a
stack of handwritten recipes,
and it's ten-to-one we'll show
you a discontented, can - fed
Prepared by the U. S. Army
Board for Aviation Accident Re-
What has this to do with
your husband? Just this: Un-
cle Sam has gone to a great
deal of trouble and expense to
provide him with handbooks
that explain the aircraft he
flies. These handbooks, the TM
series, tell your husband how to
fly each aircraft. They de-
scribe all the parts of the air-
craft and give limitations that
must not be exceeded. In short,
his flight handbooks are the
counterpart to your cookbooks.
The aviator who attempts to
fly wit h 0 u t consulting and
knowing the -1 handbook is apt
to fall harder than a souffle on
an outside barbecue.
You'd think aviators would
just naturally take to hand-
books like kids to cookies. Un-
fortunately, this isn't so. A re-
cent study by the U. S. Army
Board for Aviation Accident
Research showed that failure
to operate aircraft in accord-
ance with procedures contained
in the -1 handbook of flight op-
erationsl was a contributing
facto,r in numerous· accidents.
Checking further, it was found
that -1 flight handbooks were
not available at many installa-
tions for authorized individual
aircrew issue.
And this is where you can
help. It's believed that this
comes from a misunderstand-
ing of how to get handbooks.
Here is the correct recipe:
1. Consult paragraphs 35 and
40, AR 310-2.
2. Complete DA Form 17 to
obtain original requirements.
This form must list complete
Are you one of those who
continually gripes about the
discomfort of w ear i n g the
APH-5 helmet? If so, we've
got news for you!
A Sioux pilot on a low-level
number and date of publica-
tion, plus changes reflected in
latest DA Pamphlet 310-40 and
3. At the same time DA
For m 17 is submitted, DA
Form 12-5 must be submitted
to obtain automatic distribu-
tion of future changes and re-
visions to original require-
4. In the event that changes
in quantity are needed, DA
Form 12-5 should be resub-
Won't you please bring this
to your husband's attention?
Ask him to give at least as
much attention to preflight
study as you devote to grand-
ma's, favorite recipe. Sell him
on this idea and ensure a pi-
nochle partner for your old age.
reconnaissance flight, experi-
enced engine failure and began
an autorotation. He was un-
able to clear wires below him
and the helicopter settled into
the wires, c r ash e d to the
ground and came to rest on its
right side. This helmet (cracks
and gouges circled) s how s
what happened when the pilot's
head banged around the cock-
pit. The pilot was not hurt.
This is what the flight surgeon
had to say : "No inj uries . . .
probably prevented by helmet,
which was properly worn, and
by safety belts, which were
And here's another, Recent-
ly, an H-23 made an emergency
landing, during which the main
rotor blade contacted the tail.
The passenger removed his hel-
met, s t e p p e d out, and was
struck in the head by a main
rotor blade. Fortunately, he
suffered only a cut and bruised
head. The moral of this story
is self-evident!
l'HE FLYBOY with the
zoom-zoom attitude usually
tangles with his flying attitude
once too often and ends. up in
trouble, often fatal trouble.
After an early tendency to-
ward exhibitionism in Army
Aviation was quashed, we re-
laxed. Now, the trend is back
to plague us again. Recent fatal
accidents, exhibiting flagrant
misuse of both aircraft and
regulations, bring the show-off
flier to the fore once more.
Records at the U. S. Army
Board for Aviation Accident
Research tell a startling story.
During 1958 there were 37 ma-
jor accidents, involving both
fixed and rotary wing aircraft,
due directly to violation of air
discipline. Corrective action
was taken and an Army-wide
program was pushed to make
all aviators aware of the "too
hot" pilot problem. During
1959, when the number of ac-
cidents of this type dropped to
9, the message was considered
sold. But in 1960 they started
Statistics show that rarely
does hot-shot Charley come out
of that low-altitude stall-spin
with his life. More the loss be-
cause Charley often is-or was
-a pilot with real class and na-
tural skill.
This flyboy picture should
not be confused with the pro-
fessional stu n t pi lot who
"wrings" out his aircraft be-
fore a tense crowd until he has
them agasp. This guy, per-
fectionist that he is, has a
plane especially designed for
his tricky maneuvers-maneu-
vers he has practiced time and
time again at high altitudes.
There's not hi n g impulsive
about this performance, either.
Army operational flying can
often be the hazardous kind-
low and slow-and it also re-
quires practice, skill, and pre-
cision. There's nothing impul-
sive about this performance,
As Brig Gen Clifton F. von
Kann, Director of Army A via-
tion, so aptly put it: "Remem-
ber that Army Aviation doesn't
have time to pass through the
'flybO'y' phase; we have to' cO'me
O'f age in a hurry."
The fO'IIO'wing accident has
an immature ring to it, despite
the pilO't's thO'usand hO'urs O'f
flying experience.
Accident No. 1
This accident, resulting in
death O'f pilO't and passenger,
tO'O'k place during a flyby O'ver
a parade grO'und. Three Bird
DO'g aircraft flew O'ver the field
at 200 feet in fO'rmatiO'n as
planned and made their break.
The left aircraft made a climb-
ing turn to' the left; the right
made a climbing turn to' the
right; and the lead aircraft
climbed straight ahead. At the
peak O'f the climb, while the
twO' wing aircraft were return-
ing to' the airfield, the lead
pilO't did an unscheduled wing-
O'ver and returned to' the parade
field. The pullup frO'm this IO'W
pass (described as 5 to' 15 feet
above the ground) was made
very abruptly and the aircraft
climbed at a steep angle. At
the peak of this climb, the nose
of the aircraft drO'Pped to' the
left and the Bird DO'g dived into
the ground at an approximate
30° angle. From the point O'f
impact to' the point of final rest
was a distance of 82 feet, and
the aircraft was shedding parts
all the way. It burned after
coming to' a stop and fire de-
stroyed the cockpit. Pilot and
passenger were killed.
This pilO't, with O'ver a thO'u-
sand hours of flying, attempted
a maneuver frO'm which he had
too little altitude to recover. He
had O'nly recently returned to
flying duty and recO'rds indi-
cate his proficiency wasn't at
its best. An SOP for the per-
fO'rmance O'f flyby maneuvers
had nO't been established by the
Wire strike
It can be pointed O'ut here
that everybody gets into the
act in a tragic accident of this
kind. But this is the salient
point: the pilot attempted a
low-level maneuver which al-
IO'wed nO' leeway fO'r error. He
exceeded his own and the air-
craft's limitatiO'ns.
Accident No.2
The f 0' 11 0' win g accident
s pea k s volumes: four lives
snuffed out in what amounts to
a "Look Ma, no hands!" flying
attitude by pilO't and copilot.
Flying a Choctaw with copilot
and passenger abO'ard, the pilot
stopped at a dam site to dis-
charge cargO' and pick up an-
other passenger, then took off
fO'r his hO'me field. The aircraft
was O'bserved flying straight
and level, at approximately 125
feet, across a lake. According
to witness testimony, copilO't
and passengers were seen wa v-
ing to the people on the lake
and dock. The aircraft struck
twO' twisted steel telephone
cables strung across the lake,
descended rapidly, and sank al-
most immediately in 60 feet of
water. Crew and passengers
were killed.
The altitude at which the
aircraft cO'ntacted the w ire
cables evidenced careless oper-
atiO'n. Contributing to the acci-
dent was inattention of the co-
pilot, who, accO'rding to' witness
testimO'ny, was seen looking to
the left and waving to' people
O'n the dock. For the pilot, loO'k-
ing straight ahead, the wires
w ere effectively camO'uflaged
against a background of trees.
The aircraft hit the wires, one
striking just below the wind-
shield and the other becoming
entangled in the rotors. One
blade was seen to separate
from the rotor head as the air-
craft settled. The C hoc taw
struck water in a 30
left bank
and 30
nose-down attitude.
No conclusive reason could be
found for the low overwater
flight. It may have been curi-
osity to look over some new
scenery. Whatever the reason,
low flight over any kind of ter-
rain without a thorough re-
connaissance is an open invita-
tion to disaster.
Accident No. 3
Disregard of air discipline
took its toll in this crash. On a «
normal passenger run, the avi-
ator landed his Beaver at the
pickup field and phoned his
base to say that his radio was
not operating and to report his
After loading five passengers,
he departed the airfield. The
L-20 was next spotted about 8
miles away, flying very low
through a driving rainstorm,
trailing black smoke. Shortly
thereafter it was seen, at low
altitude, to make a steep turn
to the left then to the right,
crashing into the water in near
vertical attitude about 100 feet
from the east bank of a canal.
Trailing smoke gave the clue
to what triggered this accident.
The engine was shipped to a
laboratory and this was the
analysis: "Collector shaft ball
bearings were found out of
their race. These ball bearings
had broken some teeth from
the floating collector d r i v e
gear. Ball bearings from the
impeller s h aft bearing were
found out of their race and
wedged between the impeller
and collector race, forcing the
impeller back against the rear
case. This condition loaded the
engine and decreased manifold
pressure. It was estimated that
the power loss was at least half
of normal."
But the chain of eve n t s
which magnified the severity of
this accident started back in
the preflight phase. To start
with, the pilot had not flown a
Beaver during 3 months pre-
ceding the accident. This may
help to explain why he took off
with an overload of 121 lbs.
Next, no attempt was made to
check weather before either the
outbound or inbound flights.
Weather conditions over the
route were heavy rainshowers,
reducing cloud bases to less
than 1,000 feet over the canal,
with ridges to west and east
obscured by lower clouds and
scud. With an inoperative ra-
dio, it can be assumed he would
not have attempted IFR, so he
was forced to fly at low alti-
tude over jungle terrain and
water. Finally, faced with an
inflight emergency, the pilot at-
tempted an impossible 180
turn to the only open area be-
low. He racked the Beaver into
a steep turn and stalled it. The
aircraft spun into the canal.
Cost: 6 lives and one aircraft.
IT COULD --) .....
arQund the rea d y rQQm
hangar flying. We make light
Qf the clQse Qnes, even thQse
where the pearly gates were
wide Qpen with the runway
lights beckQning jus t inside.
When Qur feet are firmly at-
tached to. terra firma we feel
that we are safe and can af-
fQrd to jQke abQut what hap-
pened yesterday, last week, Qr
in the dim past.
HQW many times have yQU
searched frantically fQr a SQlid
piece Qf WQQd to. rap Qn while
yQur listeners were shQwing
hilariQus appreciatiQn Qf yQur
tale? I'm nQt superstitiQus, but
my match never seems to. burn
IQng enQugh fQr a third light.
It WQuld be a wQnderful im-
munizatiQn if the Ie s sO. n s
learned frQm all Qf Qur CQm-
bined clQse calls and sQ-called
hairy experiences CQuld be CQn-
densed and bQttled and every
aviatQr vaccinated with the SQ-
lutiQn. TQQ Qften when a fel-
IQW aviatQr is invQlved in an ac-
cident and the cause is deter-
mined we say, "I nearly clQb-
bered Qne time when the same
thing happened to. me." He may
have been Qne Qf thQse who.
laughed at yQur clank story,
the meat Qf which was gar-
nished with tQQ much humQr
and nQt enQugh vitamins. Ev-
ery unusual experience shQuld
be a lessQn learned. If the ex-
perience was hazardQus and
nQthing was learned, then the
party invQlved was e i the r
stupid Qr feeble minded - and
we have no. feeble minded avi-
atQrs, so. says the dQc.
Just hQW do. we get into.
these pucker type situatiQns?
Lack Qf experience I think is
the mQst predQminant reaSQn
during the early years Qf flying.
Failure to. heed Qne's better
judgment fQIIQws; and Qveres-
timating Qne's capabilities can
CQme at any time, but usually
gQes hand-in-hand with lack Qf
experience. Better judgment is
sQmething we all possess to.
SQme degree. HQW well we rec-
Qgnize and heed this better
judgment CQuld well be the
prime factQr in determining
the length Qf Qur lifelines. An
in.cident where a lack Qr disre-
gard Qf all three nearly put my
passenger and myself inside
IQQking Qut will illustrate my
I had taken Qff at dawn frQm
Upper Camp Fuj i, Japan, with
the Div Arty S-3 in an H-13D
(field elevatiQn apprQximately
3,000 feet). We flew dQwn the
flair Qf Fuji's skirt to. LQwer
Camp, then Qn to. the coast
where an LST was unlQading
trQQPs and supplies. AbQut
midafternQQn Qn the return
trip we encountered a IQW ceil-
ing and light snQW at 1,000
feet. I had made the trip num-
erQUS times befQre and was fa-
miliar with every turn Qf the
winding rQad up Fuji's bustle.
Due to. reduced visibility and
the weather we were entering,
my better judgment warned me
that I shQuld play it safe and
return to. LQwer Camp and park
fQr a while. On the Qther hand
I was sure that I CQuld reverse
CQurse at any time and CQme
dQwn with less difficulty and
have a greater margin Qf safe-
ty than the upward flight Qf-
I cQntinued climbing be-
neath IQwering clQuds and in-
creasing snQW, until finally re-
alizing that a 180 was the mQst
advisable actiQn. I soon learned
tha t my decisiQn had CQme tQQ
late. I CQuld see the dark sur-
Captain James F. Spaulding, CE
face Qf the rQad ahead, but be-
hind and belQw was Qnly a SQft
white veil Qf snQw. The Qnly al-
ternative was to. c 0. n tin u e
climbing and stay as near the
rQad as the cut banks WQuld
permit and as a last resQrt at-
tempt a landing Qn the rQad.
To. aggravate the situatiQn
the cabin heater was nQt func-
tioning prQperly and the inside
Qf the bubble had cQllected co.n-
siderable cQndensatiQn which
further reduced visibility. My
passenger was able to keep a
PQrtiQn Qf the bubble clear by
wiping it with his handker-
chief. FQrtunately he was a
small man and the shifting- Qf
his weight to. clear the bubble
was nQt enQugh to. thrQw the
cg Qut Qf cyclic limits. Even-
tually we cleared the slQpe and
continued to the Div Arty air-
strip in a heavy snQwstQrm.
Needless to. say, we were
bQth cQnsiderably shQok, and I
was completely disgusted with
myself for nQt considering all
factors b e f 0. reentering the
weather. Had I experienced it
befQre, I WQuld have knQwn
that heavy snQW would stop up
the airscoop that supplied the
heater blo.wer and thus allQw
the bub b I e to. fQg in Co.ld
The CQurses Qf actiQn avail-
able in an emergency are often
too limited to risk taking a de-
liberate chance. Unless the tac-
tical Qr cQmbat situatiQn re-
quires it, all possibilities fQr a
safer CQurse Qf action shQuld be
considered. And by all means,
know yQur capabilities. CQn-
tagiQn requires exposure and
life insurance dQes nQt guar-
antee immunity.
Capt Spaulding is a flight in-
structor, Dept of Rotary Wing
Training, USAAVNS. He is dual
1'ated with approximat ely 4,500
flight hours.
in cooperation with
FSF Aviation Crash I njury Research Division
November 14-18, 1960
San Marcos Inn, Chandler, Ari%ona
Objectives of the 13th Annual Air Safety Seminar are to
discuss safety problems in an atmosphere of calm objectivity,
away from the daily press of critical decision-making, and to
bring together professional people with kindred interests who
might not otherwise have the opportunity to gain per pective.
Thus the design engineer obtain an appreciation of operating
problems; operators gain a better understanding of the problems
that confront the engineer.
Participants are expected to reflect their latest thinking on
aviation safety or new developments with which they are fa-
miliar - to suggest better definitions of safety problems. Em-
phasis is placed on an exchange of viewpoint so that partici-
pants come away from the Seminar with a better appreciation
of the problems that face the other man.
The program con ists of panel and individual presentations
by air safety specialists. Time will be allowed for discussion
following the presentation.
An innovation this year will be a "free-for-all" period at the
clo e of the eminar when afety idea (technique, device, or
other idea) may be briefly pre ented to the participants. (An
impartial committee will screen requests for presentation time.)
obscures as it confuses-combined with sea-
sonal worsening of the weather had already
taken its toll by the start of fall.
11 lives lost ... damage as yet uncomputed.
During the two-month period August-Sep-
tember 1960, four Army aircraft accident were
caused by attempted VFR flight into instru-
ment weather conditions. All commands have
been urged to emphasize weather hazard of
thi time of year: fog, low ceiling, and reduced
vi ibility due to haze.
A the season advances into winter, when
ice and snow will complicate the problem, the
weather picture will get blacker, but it is hoped
the accident picture will not. A long, cold, kep-
tical stare at the complete weather forecast by
the pilot should precede the plotting of every
flight. Weather conditions should be carefully
monitored at all times during flight.
Of the 21 accidents attributed to weather
in August and September 1960, 4 of these pro-
duced 11 fatalities.
Piloting an Otter on a VIP flight on VFR,
an aviator flew into fog and haze and crashed
into a water tower while letting down. All six
aboard the U-IA were killed.
On an early morning tactical maneuver an
aviator flying a Choctaw encountered fog while
on VFR flight. The pilot became disoriented
and while flying his H-34 at low altitude struck
the ground at high speed.
Three fatalitie resulted from this accident.
One attempted landing and one attempted
takeoff made VFR during in trument flight con-
ditions created new crash facts: two pilots
killed, two L-19 aircraft de troyed.
Marginal weather can turn UNmarginal
about as fast as a pass can be fumbled these
days of football and early darkness. In an at-
tempt to avoid inadvertent instrument flights
a number of emergency landings have been
made in these recorded crashes which re ulted
in shocking damage costs to aircraft.
Piloting hi Beaver through a mountain pas
during marginal weather, the aviator reversed
cour e -only to find that fast - deteriorating
weather had closed his exit. In attempting an
emergency landing the plane came to rest in-
verted, and su tained major damage.
On a medical evacuation flight an aviator
flying a Sioux encountered fog and elected to
land. Due to uneven ground the aircraft sus-
tained major damage.
On a return trip late -in the day in an L-19,
an aviator on VFR entered bad weather, com-
plicated by early darkness; he elected to, l a n ~  
A wing struck a telegraph pole on landmg In
an open field, resulting in major damage to the
Prepared by the U. S . Army Board for Avia-
tion Accident Research.

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